HS2 Update

William Cash Excerpts

Monday 17th July 2017 Commons Chamber

[Chris Grayling]

As I said earlier, this project benefits the whole United Kingdom. It will reduce journey times to Scotland, and I am committed to looking at how we ensure those journey times come down on and beyond the HS2 network. I will work closely with my Scottish colleagues to see how best we can achieve that, to deliver what people in Scotland want, which is— [Interruption.] Well, I hate to say this to the Scottish National party, but actually we are the ones who just made ground in Scotland. The hon. Gentleman will not be surprised if I listen to my Scottish colleagues, who seem to me to have their fingers firmly on the pulse of what people in Scotland want. Of course, we will deal with the Scottish Administration, but there is more than one voice for Scotland in this House now.

Service patterns for the future will ultimately depend on timetabling much closer to the time, but I expect to see genuine benefits for people across the network served by HS2 in Scotland, the north of England and north Wales. This investment will lead to better services all around the country. It will deliver better services from the east coast ports; I see my hon. Friend the Member for Brigg and Goole (Andrew Percy) in his place, and there is a real opportunity to open new routes to those ports on the existing east coast main line. There is a real opportunity to improve the services to cities off the HS2 network that will be served by HS2 trains—Glasgow, Edinburgh, Newcastle, Preston, Liverpool. This will benefit people on a very widespread basis.

The hon. Gentleman talks about a drop in economic activity. This is a huge project that will feed the supply chain all around the United Kingdom. So this will be good news for Scottish business, good news for English business, good news for Welsh business and good news for Northern Irish business. This is good news for the United Kingdom as a whole.

The hon. Gentleman talked about Carillion. I would hope that everyone in this House would share my ambition that a British company going through a troubled period pulls through and has a stronger future, and I see no reason, when it is part of a consortium that has agreed collectively to deliver for us, why we should hold its current position against it and take away an opportunity that might help that business recover.

Lastly, I do not see how delivering on a Crewe hub that will help connections to north Wales, for example, should in any way disadvantage Scotland.

[Sir William Cash (Stone) (Con)]

As my right hon. Friend knows, I am profoundly and deeply opposed to phase 2, which goes straight through my constituency from top to bottom. Will he confirm that Yarnfield Lane will be kept open, as he said in his statement, and reconfirm his personal assurance to me that he has instructed officials to prepare plans for a deeper and longer tunnel at Whitmore, Baldwin’s Gate and Madeley, and that he will give renewed consideration to the introduction of property bonds, which I have pressed for in the past?

[Chris Grayling]

I pay tribute to my hon. Friend; I accept that it is never easy when a project like this comes through a constituency, and I respect the constructive way in which he has approached this on behalf of his constituents. I know he and his constituents feel strongly about it. I can give him an assurance in each of those areas. As he knows, I have been to his constituency and looked at the impact of the route and can confirm that Yarnfield Lane will remain open. I can also confirm that we are looking again at the tunnel issue and how we best deal with the issue of properties, as he discussed. I will continue to have discussions with him and seek to do the best we can for his constituents, whom I know do not welcome this development, necessary though it is for the country as a whole.

HS2 Phase 2: Consultation

William Cash Excerpts

Thursday 24th November 2016 Commons Chamber

[Sir William Cash (Stone) (Con)]

I want to make clear, on behalf of my constituents, my very strong objection to the proposals in section 4 of the document entitled, “HS2 Phase 2a: West Midlands to Crewe design refinement consultation”. I have already registered my objections to HS2 on many, many occasions. My right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) and my hon. Friend the Member for Stafford (Jeremy Lefroy) have also taken a very strong line on this whole subject for a very long time. There will be a Bill, presumably after December. At some point, there will be a hybrid Bill, on which my constituents will be able to petition if they need to do so.

I want to set out my objections to these initial proposals. They amount to a railhead at Yarnfield, in between the proposed HS2 route and the M6, which is likely to become, we believe, a permanent maintenance facility to replace the infrastructure maintenance depot at Crewe. Stone Town Council has said in its objections that it is extremely disappointed with the level of consultation of Stone residents. That does not really fit in with the Minister’s saying in the previous debate, in which I took part with my right hon. and hon. Friends, that he was absolutely determined that consultation would be at the very highest level. I have to say that my constituents do not believe that that has been effective in this particular case, and I ask him to look into that.

I recently held a public meeting with my constituents in Yarnfield village hall, and the depth of frustration and anger at the proposals, which have caused extreme anxiety in the local area, was evident to all, as in a meeting with local residents that I had on the same day in Baldwins Gate, further to the north. I will hold a further public meeting on 3 December in Walton community centre.

The Yarnfield railhead sliver is totally new in the September 2016 consultation. The railhead was meant to have been in Crewe, and this is a shock to all my constituents in the towns of Stone and Eccleshall, and all the villages in and around the area, particularly Yarnfield. This is not a conceptual design, as the others have been; it is a detailed design that required much more time for consultation of the affected people. HS2’s standard consultation process was therefore hopelessly inadequate. Why did HS2 identify the Yarnfield area as appropriate instead of Crewe?

My constituents have raised an important issue in relation to the options appraisal in the community area report for my constituency. It contained eight options, but four were not taken forward. A brief commentary is provided with regard to only one of the four rejected options, which is Madeley. Of the remaining three, one is not related to Stone—option 5, for Crewe—and this is described in one section as the preferred environmental option. Of the three remaining Stone options, option 8—the Stone hybrid, now selected by HS2—seems to be a combination of options 2 and 3, but we have had only a very limited amount of time to consider all this. We believe that there has been misinformation about the number of jobs and a lack of evidence to demonstrate that there was availability in Crewe. This seems to have been overridden, and we do not understand why it has happened.

With regard to the railhead south of Crewe at the northern end of the phase 2a route, the consultation paper does not explain why Yarnfield must be chosen, nor why the so-called design development work would lead to the identification of Yarnfield as appropriate. The reason to move the location from Crewe to Yarnfield cannot be that Crewe is now to have 370 new homes, some of which have already been built. That would be baffling, because the site at Yarnfield is even more inappropriate given the positioning of local residential buildings.

The disruption that has already been caused by HS2 project preparation throughout my constituency, including Stone and Swynnerton, on top of the ongoing works at Norton Bridge that have been shattering the local area and having a great impact on nearby residents, has been excessive. Therefore, the attempt to minimise disruption in Crewe only to maximise it in Yarnfield does not seem, by any means, to be a good idea or a sensible option.

[Mrs Cheryl Gillan (Chesham and Amersham) (Con)]

Does my hon. Friend agree that we need better communications with HS2? It has started to do the exploratory groundworks in my constituency, but it failed to get the correct permissions in Chalfont St Giles and since then a lorry has had an accident there. I think that we as MPs need a hotline to HS2 and to the Department, so that we can report some of the aggravation that is going down in our constituencies. If it is already happening in my hon. Friend’s constituency, all I can say is that I have a great deal of sympathy, because it is certainly happening in mine.

[Sir William Cash]

I am extremely grateful to, and concur with, my right hon. Friend. Accidents have occurred and I think that a hotline is an extremely good idea. I hope that the Minister is listening.

An analysis of the population of Yarnfield and the Stone area shows that over-65-year-olds make up a significant number of the local population. The proposed option will do nothing to enhance, let alone accommodate, an environment to support such an elderly population. Many residents in Yarnfield who are elderly and infirm will have to live with those proposals being imposed on them. Not only will they create dust, noise, light pollution and total disruption to all the residents of numerous surrounding villages and the Stone town, they will also ruin the lives of many who have chosen to retire to a rural environment and who have settled in the area in good faith. People in Stone town itself are also deeply concerned.

[Jeremy Lefroy (Stafford) (Con)]

I congratulate my hon. Friend on securing this debate. Although the development is not as close to my constituency as it is to his, there will be an impact on Great Bridgeford, Little Bridgeford and Ellenhall. In addition, if I am not wrong, there has been substantial new building of homes in Yarnfield itself and people will not have been aware that this was coming when they purchased those homes.

[Sir William Cash]

That is completely true. I concur with my hon. Friend. Indeed, people who came to the public meeting said that they moved to Yarnfield precisely because they thought that it was a peaceful area. They moved away from areas that had been disrupted by HS2 proposals, but now they find themselves saddled with them again.

The Campaign to Protect Rural England wrote about the proposals on Monday:

“The site is in the green belt, and CPRE has a long standing commitment to protect those special areas…In the case of HS2a...We considered and accepted that the best location for the main construction compound was on railway land at Basford Sidings, south of Crewe. Temporary satellite compounds would be needed at points along the line during the construction period. The decision by HS2 Ltd to transfer the main railhead compound to Stone in place of the depot at Crewe then upgrade to a permanent one and include it in the Hybrid Bill”,

which will come before Parliament,

“has caused us immense concern.”

The consultation proposals are entirely silent on many important details. Nowhere in them can we find the specified acreage of the railhead and compound. How can such consultation proposals and maps be provided to my constituents, causing great fear, anxiety and disruption in the area, without HS2 Ltd transparently showing the precise acreage of the proposed railhead and compound?

As I have said before, a great deal of noise, vibration, poor air quality, HGV traffic and visual intrusion will result from the proposed works. The consultation paper refers to the location having

“good connections to the existing Norton Bridge to Stone Railway”,

yet Norton Bridge is currently under a departmental consultation for closure, and it has certainly not been made at all clear what possible strategic link could be made to Stone railway.

On roads and highways, the proposed closure of Yarnfield Lane for three years is totally unacceptable to local residents, as it will compromise the health and welfare of the community and their ability to travel around the area. The proposal to use Eccleshall Road as an access and supply route to the construction site is untenable. It will block the whole area, which is already over-subscribed, and cause unbelievable chaos.

Stone Town Council is also concerned about the impact on the Walton area of Stone, where a strategic development location for 500 houses has been identified in the Stafford borough plan. The proposed railhead and sidings encroach on to that land. The maintenance facility must not be allowed to interfere with the local borough plan for Yarnfield and Stone. The design also proposes the use of the M6 as a supply route to the site, but that area of motorway is well known among local residents for becoming effectively a car park as soon as a traffic incident occurs. My hon. Friend the Member for Stafford knows that that is absolutely true. The traffic will come back on to the local roads, the A34 and the A51, and that will make the situation even worse.

The proposal to use Pirehill Lane as a supply and service route to the construction site further out towards Whitgreave is ill-conceived and has no credibility. The proposal is absolutely unacceptable, and, furthermore, it has not been thought through. The consequences for local people are devastating. Although Stafford Borough Council and Staffordshire County Council say at the moment that they neither support nor object—that they are simply weighing up the situation—they have expressed concerns about the consultation, closing Yarnfield Lane, access to the M6, the connection to Norton Bridge station, the strategic housing allocation for Stone and existing housing developments, all of which I have written to the Minister about.

Cold Norton, where there is a cluster of 40 dwellings within 500 metres of the M6, does not even seem to have been mentioned in the documents. If the B5026 and Yarnfield Lane, in particular, are closed during the works, my constituents in Cold Norton, Norton Bridge, Chebsey, Yarnfield, Swynnerton and Eccleshall will have their main travel route into Stone severed. Great Bridgeford and many other areas that concern my hon. Friend the Member for Stafford will also be affected.

There is also the question of the Yarnfield sports centre, which hosts extremely well-attended football games on weeknights. It will have incredible difficulty.

[Jeremy Lefroy]

Will my hon. Friend comment on the incredible disruption to the Yarnfield conference centre, which is becoming a major regional conference centre and hosting conferences from all over the country, and which has had a lot of investment?

[Sir William Cash]

My hon. Friend has anticipated my next point.

[Jeremy Lefroy]

Oh, sorry.

[Sir William Cash]

Not at all. I was only going to say that, as Stone Town Council made clear, more than 80,000 visitors a year come to the regionally significant footballing facility at Wellbeing Park, Yarnfield. The closure of Yarnfield Lane will reduce the accessibility of the facility and force users to approach it through the village of Yarnfield rather than on the A34.

The Yarnfield Park training and conference centre is located in the village of Yarnfield and would be badly affected by the proposed closure of Yarnfield Lane, along with the disruption from the building work to create the railhead compound. Richard Smith of Compass Group has submitted to the consultation statements indicating that Yarnfield Park is one of the UK’s largest training and conference centres, with 338 bedrooms and more than 50 meeting and training spaces. The venue is operated by Compass Group, and it welcomes more than 50,000 residential guests per year. It has stated in a submission to me that the proposal to close Yarnfield Lane for an extended period would do extreme damage to its local business. The board of governors at Springfields First School have said that the closure of Yarnfield Lane would be intolerable. This has not been concluded, and I urge the Minister not to continue with these proposals, as they relate to my area, because of the arguments that I have made.

I turn to the effect of the proposals on Baldwins Gate, Bar Hill, Whitmore and Madeley. I wrote to the Secretary of State on 3 November about those areas. I urged him to refer back to the non-technical summary HS2 consultation document and the November 2016 report from Atkins, the famous rail engineering firm, on “Rail alternatives to HS2 Phase 2a”; and I urged him please to reconsider option 1 in the Atkins report, which has not yet been discounted. It is less expensive than the HS2 phase 2a project, while providing almost the same benefits, and it would avoid the need to carry out what is described as the “expensive” and “complex” section of HS2 phase 2a north of Baldwins Gate.

That option would avoid almost entirely the very expensive harm that the current project will impose on the parishes of Whitmore and Madeley. In particular, it would avoid the complex and expensive operation of raising the A53 by as much, some believe, as 8 metres in order for the track to be able to run under it, and driving a twin-bore tunnel under the development known as “The Heath” at the edge of Baldwins Gate. I urge that the cost-benefit comparison between the two solutions, current HS2 phase 2a versus high-cost option No. 1, be revisited. Adopting the high costs of option 1 would greatly simplify the construction project, offering virtually the same benefits as the current HS2 phase 2a project and, according to the Atkins estimate, would cost over £1 billion less. Fundamentally, for my constituents, this proposal would save the parishes of Whitmore and Madeley from the devastation that they currently face.

It seems that HS2 Ltd was convinced that the heath was flat and consisted of solid sandstone. It now accepts that it is not flat, and it has been informed that the ground is the remains of a sand and gravel quarry. In other words, the heath is completely soft and unstable, and HS2 cannot tunnel through it. HS2 is due to drill boreholes to verify that, but it does not seem to have got around to doing so. We think that that is for the very good reason that the proposal will not stand up. There will also be traffic chaos on the A53 for the duration of the construction work, which is seven years, as it is meant to be an access route to the area for construction vehicles.

I strongly back my constituents in seeking support for the Atkins report alternative of option 1. This is the best option available for my constituents, primarily because it proposes to connect HS2 phase 2a to the west coast main line south of Baldwins Gate. The HS2 line would then run to Crewe on the fast track of the west coast main line. In that area of my constituency, this option would avoid the permanent major adverse impact of the Meece valley viaduct and embankment, the Whitmore south cutting, the Whitmore wood cutting and the Lea valley viaduct, which threaten to have a serious impact on my constituents’ properties.

Option 1 would obviate the costly tunnelling at Whitmore heath, Madeley and Bar Hill. It would save significant amounts of money, and it would prevent the devastation of ancient woods and lands and the damage that will cause to my local area. In the absence of this proposed change, my constituents have expressed a strong interest in the creation of a tunnel from Whitmore to Madeley, as the “next best option”. The proposal for a tunnel from Whitmore to Madeley would avoid the destruction by HS2 works of 33% of Whitmore wood, the viaduct and embankments in the Lea valley and the disruptive work on Manor Road.

I understand from emails I have received that HS2 is considering a longer and lower tunnel option, combining the tunnels of Whitmore heath and Bar Hill into one long deeper tunnel. Many of my constituents, including representatives of the Whitmore and Baldwins Gate HS2 action group, believe that this is the best option. Whitmore and Madeley should receive special treatment and get the longer, lower tunnel. There is no other tunnel on the whole of the HS2 route that has such a large density of rural housing as the Whitmore tunnel.

On the question of Whitmore heath, the unfathomable delays in carrying out the work of drilling boreholes and taking samples to establish the nature of the ground is a real problem in itself. HS2 Ltd says it is sandstone and conglomerate rock, but the only sensible way to find out is to drill boreholes. We insist that something is done, because such work has not yet been done. Even its former chief executive officer Simon Kirby, in a letter written to me on 3 August, stated that boreholes are needed. I need the Minister to intervene.

Finally, on woodland loss, the Woodland Trust wrote to me on Monday—I will forward the letter to the Minister —saying that the work at Whitmore wood under the scheme

“will result in 6ha of loss from this ancient woodland.”

Swynnerton old park will be affected, as will Hey Sprink. Barhill wood will be affected, with 0.5 hectares of loss. Grafton’s wood will again be affected; it has been greatly affected already by the west coast main line. All these areas need to be protected. The Woodland Trust supports us completely, as does the CPRE.

In conclusion, I simply say that, as far as I am concerned, the Minister has alternatives in front of him. The Bill has not yet been drafted, and it would be possible for these changes to be made in the areas of Yarnfield, Stone and all the other villages I have mentioned, as well as in Great Bridgeford and the other parts of the constituency of my hon. Friend the Member for Stafford that will be affected. We have had tremendous problems with HS2, as the Minister knows. Will he please do something about it, because we have not had the right consultation? Other options are available, and he has the opportunity to put this right. Will he please do so, and will he also tell us what the arrangements are for Stoke-on-Trent and about the question of having a stopover there?

--- Later in debate ---

[Andrew Jones]

I thank my right hon. Friend for that comment. This is an important national project, but it has such implications for people on the line of route that we have to ensure that we treat everybody with openness, transparency and respect. Making sure that colleagues are informed, so that they can deal with their constituents and make the case for their areas effectively, is a key part of that.

I will certainly look into the consultation process. We have already made some changes for the consultation on phase 2b. I was able to do that before the announcements were made last week. I will always take feedback from colleagues and if we can improve things, we certainly will do. We have to treat people fairly and I am sure that the significant efforts that are being made now will pay dividends later.

My hon. Friend the Member for Stone asked about the timing of the Bill and whether people will have the opportunity to petition. We are looking to introduce the hybrid Bill for phase 2a next year and that will, indeed, offer residents the opportunity to petition, as was the case with phase 1.

As well as the measures I mentioned earlier, the publicity for the consultation took the form of leaflets distributed to households within 1 km of the proposed route, alongside information packs sent to public libraries and parish councils, with the request that the documents be made available at all community locations. Furthermore, briefings were provided for local authorities and parish councils.

There has often been feedback that the consultation events are not handled professionally. I have not been to the consultation events that have taken place for phase 2a, but I know that HS2 Ltd has always arranged training for staff to prepare them and clearly set out the conduct required for such events. I am confident that in the overwhelming number of cases, staff conduct themselves well, but any time any colleague has any concerns, I will be extremely available to hear them and will take them up with HS2 Ltd.

On the wider implications of the process we are discussing, I assure all colleagues that HS2 Ltd will continue to build on the good engagement work that has been done thus far as it goes forward with the phase 2 consultation.

[Sir William Cash]

I just want to be sure that my hon. Friend gets on to the Whitmore and Baldwins Gate question, because we are running out of time and I want to hear what he has to say on that.

[Andrew Jones]

We are, indeed, running out of time. I will go through all the points that have been raised with HS2 Ltd and ask it to contact my hon. Friend to give him an individual technical briefing on the subject. We have only seconds left, but the key thing is to treat this matter properly and not rush it. We will go through all the points he has mentioned.

I can quickly respond to the point about Stoke. We have asked HS2 Ltd to consider how we can have a service for Stoke, through to Macclesfield. That is a work in progress that has just been commissioned by the Secretary of State.

Debates such as these give us the opportunity to air and discuss the impact of HS2 on communities. They are vital in ensuring that we get the project right locally and nationally. This project will deliver for the whole country. I thank my hon. Friend for giving me the opportunity to highlight all that is going on. I know he will continue to be a resolute advocate on behalf of his constituents, as will my hon. Friend the Member for Stafford and my right hon. Friend the Member for Chesham and Amersham. As the Minister for HS2, I will always be available to be contacted and will always take up the issues they raise on their behalf.

Question put and agreed to.

Exiting the EU and Transport

William Cash Excerpts

Wednesday 23rd November 2016 Commons Chamber

[Chris Grayling]

This absolutely needs to be done, and we will move ahead as quickly as we can. Following the incident on the Cowley bridge this week, flood protection works are due to start there imminently. It is a shame that the works have not quite started yet, but they will be starting very shortly, and I hope that they will deal with that issue so that such an incident cannot happen again.

Moving to the main business, the autumn statement demonstrates the Government’s commitment to modern infrastructure that can serve the public and support a dynamic economy. Our forthcoming departure from the EU represents a huge opportunity for Britain to carve out a new role in the world and to be a stronger and more ambitious country—a country that is better able to shape its own future in the world and a country that is outward-looking and open for business. That was what I campaigned for in the summer, and it is what the Government will deliver.

Business is starting to share this optimism. Since the referendum, several companies in the transport sector have announced significant investment in the UK. Nissan’s commitment of investment is fantastic news for the British economy, the north-east and the car sector, particularly as it is not just maintaining capacity at the plant, but expanding it. In August, Bombardier received an order for 665 new vehicles from Greater Anglia, which will secure jobs and skills in Derby. When I spoke to the international head of Bombardier’s rail division about a month ago, he said that such was the quality of the work in the UK, Derby was going to become a global hub for its rail business, which is another positive statement of commitment to this country.

Alstom has started work on developing a new site at Widnes, which will create 600 jobs along with, crucially, a training academy. The Spanish firm CAF has said it will now set up a train manufacturing plant in the UK, and Siemens, which manufactures rolling stock and other products in the UK, has committed itself to a continuing presence. Its chief executive said in July, “We’re here to stay.” Alongside Hitachi’s new rolling stock and manufacturing and assembly plant in Newton Aycliffe, which is creating 730 new jobs, this shows that we are becoming a centre for high-quality rolling stock manufacturing, so it is with good reason that I view the future with optimism as we approach negotiations on leaving the EU.

[Sir William Cash (Stone) (Con)]

While, of course, I entirely endorse the Secretary of State’s sentiment, there is an issue regarding British ports. It is a big issue, but I will not go into it now, as I am hoping to catch your eye, Mr Deputy Speaker. However, there are some serious questions still outstanding around qualified majority voting, as I am sure the Secretary of State knows.

[Chris Grayling]

I absolutely agree with my hon. Friend. He and I have discussed this matter in the past. The regulation coming out of the EU on ports is tailored to the particular structure of ports on the continent, but does not fit well with a private port sector such as ours. The opportunity to ensure that we have a regulatory framework that is right for the UK is one benefit that comes from leaving the EU.

--- Later in debate ---

[Andy McDonald (Middlesbrough) (Lab)]

I echo the Secretary of State’s expression of his regard for the workers who have come to the aid of the south-west’s rail system yet again. We have heard other hon. Members express their disappointment that we are still looking at issues of resilience in that area, and I know that they will want that matter to be resolved as quickly as possible.

The Government’s strategy for leaving the European Union—or rather, the lack of one—is causing great uncertainty throughout the transport sector. I do not know who the Secretary of State is speaking to about this, but we, and those in the aviation, rail, road and maritime sectors, are none the wiser about what the Government’s plans might be and what impact Brexit will have on the future of those sectors and all those who work in or depend on them.

[Sir William Cash]

I have already referred to the question of the ports sector. Speaking as Chairman of the European Scrutiny Committee, I can tell the House that it has been well established over a long period that the Government, the Labour Opposition, the unions and every one of the 47 port employers are against ports regulation. What are Labour Members going to say about that during this debate? Are they going to oppose it?

[Andy McDonald]

If the hon. Gentleman can wait six or seven minutes, I will come to that very point.

Today’s debate offers a welcome opportunity for the Secretary of State to provide some much-needed clarity on his plans for transport in a post-Brexit UK. He was one of the leading advocates of Britain leaving the EU, and he now has the privilege of being the Transport Secretary, so if anyone can provide us with a clear picture of what to expect in the months and years ahead, presumably he can.

One of the areas of transport most likely to be affected by the country’s decision to leave the EU is the aviation sector, which is a key pillar of our economy. Taken country by country, the UK’s aviation sector is the largest in Europe and the third largest in the world. It is worth about £50 billion in terms of our GDP, it supports 1 million jobs and it secures the Treasury some £9 billion in taxation each year.

While we accept the result of the referendum and are determined to secure the best possible deal for all the UK, we must not be an inward-looking nation that is cut off from the cultural and economic benefits that come with being an interconnected country. We must be ready to do business with the rest of the world. That means retaining and building on the connectivity that the UK currently enjoys in order to allow the flow of goods and services that will be key to getting the best out of Brexit.

--- Later in debate ---

[Andy McDonald]

I do not know where you get your suits, Mr Deputy Speaker—[Interruption.] Neither in Iceland, nor in Glasgow. It appears we should always go to Glasgow. The issue the hon. Gentleman raises is particularly pertinent given the decision we have just had on the additional south-eastern runway, so he makes the point well.

Numerous rail projects in the UK receive support via loans or direct funding as a consequence of our membership of the EU, and now is not the time for the Department to row back on investments in our railways, as we have seen happen repeatedly in respect of electrification works, which hon. Members have spoken about so eloquently this afternoon. I invite the Secretary of State to reassure the House that any funding shortfalls will be made up by the Government and that investment in rail will not suffer as a consequence of Brexit.

The Secretary of State said during the EU referendum that he wanted to take back control. Labour Members very much wish to take back control of our railways from private and foreign state-owned companies, which currently profit from the system at the expense of passengers and taxpayers. Ours is a policy supported by two thirds of the public, but, as the Secretary of State is aware, although running services in the public sector is currently entirely consistent with EU legislation, the fourth railway package may restrict the different models of public ownership that might be available. Does he agree—I believe he said so earlier—that it should be for UK voters to decide how best to order our railways? If so, will he confirm that his Government will not attempt to retain any European requirements in domestic law that would frustrate any future attempts to bring railways back into public ownership? I was delighted to hear what he had to say about HS2, and I suppose that if there is going to be a silver lining from leaving the EU, it will be that we will not be able to blame “them” any longer for any problems we have with disabled people getting access to our railway system.

My hon. Friend the Member for Blaenau Gwent (Nick Smith) has not had an answer to his question, because he made it abundantly clear that he was talking about the infrastructure. The Secretary of State suggested he should be satisfied with improved services, but those will come only with improvements in the infrastructure.

The skills footprint, to which the Secretary of State referred with great regularity—of course we share some of his concerns—should be delivered whether or not we are in the European Union. That is not a consequence of any move. It should be an absolute prerequisite that is woven into everything we do.

Although we have decided as a nation to leave the European Union, co-operating with, and retaining our connectivity to, the EU is vital. We would greatly appreciate it if the Secretary of State enlightened us on what progress is being made to ensure that hauliers from the UK can carry goods between other member states and on whether it is his intention to secure an agreement for British driving licences to continue to be exchangeable with those of EU member states after Brexit.

Finally, let me mention UK ports, which directly employ more than 25,000 people, many of whom voted to leave because of anxiety surrounding EU ports services regulation. Many leave campaigners argued that leaving the EU would ensure full exemption from those regulations. However, the former shipping Minister, the hon. Member for Scarborough and Whitby (Mr Goodwill), was reported as saying that the ports services regulation would still apply under an arrangement that granted the UK access to the European economic area. Can the Secretary of State clarify the Government’s intentions on any withdrawal from ports regulations and guarantee that any exemptions do not inadvertently undermine strong industrial relations and the welfare standards of dock and port workers?

[Sir William Cash]

Whatever the hon. Gentleman may try to infer with regard to the European economic area, it is completely beside the point. The fact is that there is a regulation and, as he knows, it is on the brink of being brought in—I believe it is by the end of this month. All that talk that he has just given us has nothing to do with the issue. The real question is whether the Labour party is going to oppose it. Will it say that it condemns it, because that is what the unions, the Government and, as I understood it, the Labour party wanted?

--- Later in debate ---

[Sir William Cash (Stone) (Con)]

My main concern in relation to this debate is with regard to ports services regulation. It is a perfect example of where the European Union has gone completely wrong, and of why, in this particular sector, it is vital that we leave the European Union. I will give a number of reasons for that, which are drawn from those who have the most knowledge of these matters, including those who are referenced in the latest Library briefing.

As has been said by the Major Ports Group, many of the issues that confront UK ports are affected by policy and legislation from the European Commission and the European Parliament. The European Parliament is about to hold a plenary session and, for present purposes, it is assumed that the regulation will go through. It will then go to the Council of Ministers, which is governed by qualified majority voting.

The European Scrutiny Committee and I have been following this for several years, and I will come on to the timetable and my concerns about the failure to have a proper debate on the Floor of the House on this issue exclusively. The port employers say:

“While UK ports receive virtually no financial assistance from the public purse, the situation is very different in most continental ports.”

That is hugely important. We are an island. We have 47 ports. They are incredibly important, and I accept, of course, that the Opposition spokesman, the hon. Member for Middlesbrough (Andy McDonald), has made clear his concern, but it does not alter the basic point: we cannot resolve the question of the port services regulation because of the qualified majority voting system. Even if we vote against it, we cannot stop it. That is the problem, and it is why I had to ask the hon. Gentleman twice about this. I will give a description in a few moments. I understand that that the Opposition have accepted the outcome of the referendum.

[Drew Hendry (Inverness, Nairn, Badenoch and Strathspey) (SNP)]

Not all of us.

[Sir William Cash]

As the hon. Gentleman suggests, the Opposition in Scotland do not accept it, but there are reports in Scotland that many people there will be affected by the outcome of the regulation, so I shall continue. We are an island nation, but this is not just romantic blurb about this sceptred isle and the fact that we are surrounded by a silver sea; this is about whether we in this country can have an efficient port sector. As we are an island, we are heavily dependent on the ports as goods go in and out of them.

[Robert Flello]

For the benefit of the wider House, may I say that over 90% of our trade goes through our ports?

[Sir William Cash]

Indeed, and I know where the hon. Gentleman—my next-door neighbour—has got that figure from. It is from paragraph 6.2 of the Library note, which I can see he has been reading. I am glad that he has been so assiduous. The principle is that, despite the fact that we are an island, we compete with continental ports for certain types of traffic. Those in the ports industry are therefore concerned by a lack of a level playing field between the UK and continental ports.

[Mr MacNeil]

The hon. Gentleman will have probably seen the report published on the front page of the Financial Times perhaps four, five or six weeks ago that the UK might have some difficulty carrying out customs checks at ports and other such points. At the moment, we carry out 35 million checks a year. We as the UK would need to carry out up to 240 million checks a year, but the new system has the capacity to handle about 100 million checks. If this situation emerges, it will cause a huge difficulty post-Brexit and inevitably damage trade, because the infrastructure is not there to do customs checks at ports.

[Sir William Cash]

My response is quite simple: if we do not continue to have an efficient ports system because of the effect of the port services regulation, nothing that the hon. Gentleman says will make any difference to the fact that our ports will be put not only at a severe disadvantage, but in a dangerous situation vis-à-vis the other continental ports. However, despite the fact that there was an attempt to get state aid rules imported into the regulation, the ports employers believe that

“it is essential that legislation aimed at regulating less commercial ports on the continent does not cause unintended damage to the UK’s thriving commercial sector.”

On that basis, there is a matter of principle that affects our whole import and export business that goes through the ports.

The effect that the proposal will have is so obvious that I need not even attempt to explain it. It aims to regulate market access to port services, port charges and financial transparency. The ports employers say:

“The text as a whole”

—this is some time ago, but I will catch up in a moment with what they have said most recently—

“even if heavily amended, cannot deliver on its states aims. Instead, it will create severe legal uncertainty, reduce investment and will ultimately be detrimental to the safety standards and working conditions which currently exist in EU ports. EU ports may have different ownership structures, but all require a high level of confidence in a stable legal and policy framework in the long term if they are to operate safely”,

which is for the benefit of the workers,

“and contribute to the EU agenda for jobs and growth”,

which is vital to everyone, whether they are employers or workers in the ports.

The UKMPG goes on to say:

“The Port Services Regulation proposal does not provide such confidence and risks leaving a legacy of legal and practical difficulties across the EU.”

The UKMPG

“supports a return to the previous EU ports policy approach based round application of the general provisions of the Treaty reinforced, where appropriate, by guidelines on state aids.”

We now have Brexit so, as the hon. Member for Stoke-on-Trent South (Robert Flello) suggested in relation to the great repeal Bill, are we going to reach a point, as I think we must, where we transpose the legislation into UK law but then, through statutory instruments and our own decision within the framework of this Westminster jurisdiction, as a result of the decisions taken by the people of this country, including Government Members and Opposition Members—with the exception, I suspect, of SNP Members, but they will pay a price for this in their ports areas—[Interruption.] They may find this amusing, but there are people in the ports of Scotland who do not like the proposal and will resist it if they can. They will not be allowed to do so if the SNP can get away with it.

The bottom line is that this is an issue of great national interest. The European Scrutiny Committee has been following the matter for several years. We first recommended it for debate on the Floor of the House in July 2014—over two years ago. On 19 October, I wrote to the Minister:

“We understand that it is intended that the European Parliament will adopt this text for a First Reading Agreement at its 12-15 December plenary and we presume that this will be followed shortly by Council agreement.

You will understand, therefore, that the Committee expects that the Government will finally, after a disgracefully long delay”—

which I underlined several times—

“schedule the floor debate on the proposal which it and its predecessor have recommended.”

In fact, there have been two debates, which have been aborted. One of them, I can assure the House, was so shambolic that the Chairman of the Committee had to suspend the sitting. I will not go into the details of that—they are all on the record.

[Kelvin Hopkins (Luton North) (Lab)]

I have been involved in the European Scrutiny Committee for several years. I did not intend to intervene, but I am concerned about this issue. The hon. Gentleman is saying that we will take into British law what now exists as EU law, but we will selectively disapply parts of the EU legislation that do not suit Britain, and this might be one of those.

[Sir William Cash]

That is absolutely right. It is essential that we disapply this, for that reason. The mechanics of it will be left to statutory instruments, but we must reassert our jurisdiction over our ports.

As recently as 17 November, I wrote again to the Minister, saying:

“The Committee has asked me to emphasise to you and the Leader of the House that this debate should take place before the European Parliament adopts the text for a First Reading Agreement and the Council’s subsequent endorsement of this text.

Failure to meet this timetable would suggest contempt for the House and its legitimate scrutiny requirements.”

Although the issue has been going on since July 2014, we still have not had that debate. There is just time for us to have such a debate. Although this is a general debate about exiting the EU, a specific debate is not only recommended but, in effect, demanded by the European Scrutiny Committee, backed by the sort of language that I have had to use, demonstrating the importance of the issue and the need to get on with it. The other point that I must make is this: I have had no reply to those letters. At its meeting today, I am afraid that the European Scrutiny Committee registered its deep concern about the situation.

I received my latest statement from the ports industry this afternoon. I want to read it out, because it is important that the House knows the latest position:

“One further point…is that the UK Government has insisted on pursuing the inclusion in the PSR of a ‘Competitive Market exemption’ rather than the option of having an exemption for the privately financed ports on the face of the Regulation itself”,

which is what the industry has been seeking.

“It is this Competitive Market Exemption provision that was finally agreed in the informal trilogue discussions between the Council, the European Parliament and the European Commission earlier this year and which is now in the final draft version of the PSR due to come before the European Parliament in December. However, this ‘Competitive Market Exemption’ is not an exemption—it is a process by which Member States may apply to the European Commission for an exemption”,

as if they could expect to get it.

“Any application would be determined solely by the European Commission, may be limited in scope or time, and would relate only to certain Articles of the Regulation. In short, it offers no guarantees that the PSR would not be fully binding on UK ports.”

Mr Cooper, the spokesman at last week’s annual parliamentary reception of the United Kingdom Major Ports Group, who is also CEO of one of the largest port companies, also had this to say:

“I will not rehearse the arguments against this wretched piece of wholly unnecessary legislation, but, as the endgame approaches, it remains a totemic example of a Regulation imposed by Brussels which is a one-size-fits-all straitjacket that runs entirely counter to our national interest. In its present form the Regulation is significantly less damaging than it might have been—and, alongside the DfT, the port industry can claim considerable credit for that—but it is not a success that can be guaranteed over the long term. Many of the changes to reduce the scope and impact of the Regulation have been a function of short-term political expediency.”

The problem is this. It is inherent in the procedures of the European Union—in the Council of Ministers, the European Parliament and the European Commission—that we are in this situation. We cannot stop it without leaving the European Union. As the hon. Member for Stoke-on-Trent South says, the timetable in relation to the great repeal Bill is significant. However, this is a very good example. What is for sure is that if we repeal the legislation and follow Brexit to its logical conclusion—this applies to many other areas as well—the United Kingdom will be enabled to regain control: in this case, over its island ports and the business that goes in and out of them. It will do that under the Westminster jurisdiction, on the basis of a new ports Bill, after Brexit and after the great repeal Bill has gone through, for the benefit of people who work in the ports in an executive capacity as well as those working in the docks themselves—the workers, who deserve to be given a fair deal. The Government and the Opposition, recognising this, must appreciate that we need a proper debate about the issue. It is so important that we get this right for the benefit of the United Kingdom as a whole.

--- Later in debate ---

[Drew Hendry]

That is the kind of thing that somebody might want to put on the side of a bus. It has been a trait of previous UK Governments to take forever to make key transport decisions, but UK regional airports, including those in Scotland, do not have the luxury of waiting. For the sake of those airports, our businesses and our commuters, the UK Government need to provide a clear and unequivocal guarantee that any post-Brexit aviation agreement will not lead to a loss of investment and connectivity in Scotland if we end up outside the open skies agreement.

The current aviation policy framework sets out that airports cannot apply for a public service obligation or the connectivity fund because of the 60-minute rule, which means that a number of regional airports lose out. The Government’s EU gamble is putting potential investment in Scotland’s regional airports at risk. They need to think again and, in doing so, give regional airports a fighting economic chance.

The problems are not confined to aviation. Our maritime sector faces similar concerns. We have heard a fair bit about ports, but the maritime sector is worth €12 billion annually to the UK economy, and some 240,000 people are employed in the sector in the UK. Fifty-three per cent. of the UK’s imports and 45% of its exports are from the rest of the EU. It is estimated that approximately 3 million jobs in the UK are linked to trade with the rest of the EU. Currently, there is the freedom to trade. OECD rules could preclude any change, in so far as we are talking about the ability of a ship to call at an EU or UK port and to load and unload cargo and passengers, regardless of its flag and regardless of the nationality of its owner. UK-flagged ships could, however, lose their right to operate in the domestic trades of EU member states that maintain flag-based cabotage restrictions.

The British International Freight Association has said that its main concern is potentially losing the benefits of free trade and customs harmonisation with the EU single market:

“A return to tariffs for UK merchandise exports and imports, if this is the outcome...will be detrimental to UK trade with the EU, and may result in a…reduction in UK-EU maritime volume.”

As we have heard, the UK’s port sector is largely privately owned and run in a competitive environment, and is thus very different from those of many other EU member states. Oxera has also said that changes to the costs of trade with the EU are

“likely to affect the volumes and patterns of freight activity at ports, while the need for new customs checks on imports and exports is likely to cause considerable congestion at UK and mainland European ports.”

It suggests that any negative impact could be mitigated through EEA membership or free trade agreements, although delays in negotiations could mean a significant period trading under World Trade Organisation arrangements. Uncertainty will impact the industry and the people it employs, and drive up the price of goods, so what access arrangements will be in place?

[Sir William Cash]

I hear what the hon. Gentleman is saying, but he will have heard what I said earlier. What is his answer to that with respect to the question he has raised about Scotland? Are Scotland’s ports not equally affected?

[Drew Hendry]

I thank the hon. Gentleman for that; I think we are making a very similar point from very different perspectives. There needs to be a plan for how ports are handled, going forward. The difference in the regulation and operation of UK ports as compared with EU ports provides a significant obstacle. The UK Government have to give us an answer on what they are going to do and how they are going to take forward a plan on that basis.

[Sir William Cash]

Will the hon. Gentleman give way?

[Drew Hendry]

No, I will make some progress.

What access arrangements will be in place? What is the plan for the millions of people connected with this industry? Will UK companies have access to a single European market, with no taxes or duties payable on goods?

There are a lot of potential uncertainties for UK road haulage companies as a result of Brexit, particularly in terms of employment, drivers’ hours rules, access to markets and border controls. Transporting a lorry load of goods from London to Milan in 1988 required 88 separate documents; the internal market replaced them all with a single piece of paper. In response to the balance of competences review, the Freight Transport Association said that the EU had created

“a market that logistics has served for nearly half a century”,

benefiting British businesses; the Road Haulage Association, similarly, felt that for its sector the overall judgment was a fine one. It said that

“‘competences in UK road transport are finely balanced in our sector. Although we have not got a 100% solution in terms of market access we have got the most of what we think the industry would want”.

That is largely a reference to cabotage, the practice whereby a haulier from the UK can carry goods between two other member states—for example, Spain and France. So, what is the plan?

--- Later in debate ---

[Stewart Malcolm McDonald]

One hopes that it will be this Christmas, I say to my colleague on the Transport Committee.

I wish to focus my remarks on emissions and the vehicle industry. Although there are challenges, there are indeed opportunities in this field, and I do not necessarily mean just in terms of trade, but in terms of the governance of the industry. For too long—I say this as someone who passionately voted to remain in the EU—the industry has been operating in an almost wild west-like culture, where money talks; and it talks quite a lot, particularly for German car manufacturers. For all that we are proud of the British car industry—of course we are—the German car industry has something that we will never have, or the French or Japanese car industry will never have: the German Chancellor, Angela Merkel. If we look through the lobbying register, we see that the big German manufacturers spend more on lobbying in Brussels than all the other manufacturers put together—and, my goodness, they get what they are after.

[Sir William Cash]

Is there not a really serious problem with the manner in which the Volkswagen emissions disaster was handled? This is about not just efficiency but manipulation.

[Stewart Malcolm McDonald]

The hon. Gentleman is absolutely correct, and that is what I am coming to. The Government now have the opportunity to get a new regime on emissions and safety standards that does not allow the kind of manipulation that he mentions to take place. We can have a situation where car manufacturers do not manipulate test vehicles—for example, by taping up air conditioning units, by changing the wheels and by using all sorts of creative means—so that they get around emissions standards. If they can do that in one EU country, they get away with it in all EU countries. Even though we in the United Kingdom have now chosen to leave the EU, the EU must get a grip on that. So here is the opportunity: the Minister and the Department for Transport can now set up a regime that the EU can aspire to. But for over a year now, the Department’s response to this issue does not exactly fill me with confidence. They could do the same with a new safety standards regime. They could create a new gold standard that even countries such as the United States could aspire to. I guess that the proof of the pudding will ultimately be in the eating.

Members will be familiar with the Vauxhall car fire scandal, with more than 300 Vauxhall Zafira cars catching fire here in the UK. Many of them have done so within about 30 seconds of their engines failing. Let us think about that model of car. The Zafira is a family car. It tends to be used by parents on the school run, during the summer holidays and so on. The people affected tend to have children, and many of them have been in touch with me and other members of the Transport Committee, which has discussed the issue. The Government’s response, in public at least, has almost been to wash their hands of it. I am amazed that the Government are not required to take the issue more seriously. Perhaps we could have new consumer protections relating to vehicle standards, and better compensation standards for consumers. Perhaps we could aspire to standards that even the European Union could aspire to one day.

We do not want to continue with the same system—perhaps EU regulation-lite—whereby we become just another island that is manipulated by an industry in which money talks far too often, and public health interests and consumer interests take a back seat. In addition to all the challenges that the Government face in maritime, freight and air policy, this is one area where the British public are fed up with big business riding roughshod over consumer interests. They will judge the Government on how they respond to the opportunity that Brexit has delivered to put consumers first, rather than to those big vehicle manufacturers.

[Ian Paisley (North Antrim) (DUP)]

My constituency voted overwhelmingly—62.2%—to leave the EU, despite the fact that with its large agricultural hinterland it receives huge European farm subsidies, and with its manufacturing base it benefits from the opportunity to manufacture and export to the EU. It also has a huge travel base. It is a tourism mecca, and tourists need travel infrastructure. So it is engaged in manufacturing, travel, tourism and transport goods, but despite all that, it voted to leave the EU, and we must ask ourselves why.

Why would so many people in that set of circumstances vote to leave? It is because the EU is seen to be failing them. When we look specifically at transport issues, we can see why. Before we even discuss the EU, there are many things that we could do domestically to assist companies in the transport sector in our country. For example, in my constituency we manufacture buses. The Wrights Group manufactures a considerable number of the buses for this great city and for Scotland—indeed, it recently enjoyed a very beneficial order from Scotland, for which we say thank you to our Scottish cousins. It also manufactures for Singapore and a number of other Asian countries, and employs hundreds of people in Singapore in the assembly of those buses and, importantly, in the maintenance of those buses. It is a significant local employer and a world employer.

The company can benefit more from domestic decisions taken here than it can from EU decisions taken in Brussels. For example, the Government’s Bus Services Bill currently going through Parliament will have a dramatic impact on transport orders for my constituency if it goes the right way. We also have—I say this very gently to those on the Labour Front Bench—a new Mayor of London. I appeal to him through his Front Bench colleagues to come to Northern Ireland as soon as possible to visit that bus company, which transports his citizens around his city, and see the great work that it could do to expand the bus offer in London. I understand that between now and 2021 London will require another 1,000 buses. I hope that that transport infrastructure will benefit from buses manufactured in my constituency. I wanted to put that on the record before I turn to the substance of the debate.

When the Secretary of State opened the debate, he was full of confidence and optimism. I share that optimism. We should approach the issue of transport and Brexit with some optimism because there are opportunities that can be beneficial to us.

There is one issue that could have been addressed in the Chancellor’s statement today. I hope that the Transport Secretary will continue to whisper “airport passenger duty” in his ear between now and the Budget in April. I hope he will keep pushing that little issue. We should not be paying a pernicious, dirty little tax to the Chancellor of the Exchequer just to transport ourselves from one part of the UK to another. It is wrong. It is not the sort of tax that our Government should be levying, and it should be removed soon. I hope that the Chancellor will hear that not just from me but from the Transport Secretary between now and the Budget.

Many people, including our neighbours in the EU, complain about Brexit. We hear it every day and read about it in the newspapers, but those of us who voted to leave the EU did so with a good intention—to bring about good for our country, not bad. I have noticed that those on the remain campaign and those opposed to the action that the United Kingdom is about to take are talking up crisis after crisis—whether a transport crisis or a crisis to do with transport problems with our border in Northern Ireland.

I commend the singular actions of the Secretary of State over the recess. When a crisis emerged in Northern Ireland relating to our one transatlantic fleet operator, United Airlines, it was largely because the Secretary of State got on the telephone to the United States and spoke to the head of the airline and others, pressing them to keep the flights operating in Northern Ireland, that the service was saved.

As a result of the right hon. Gentleman’s conversation with United Airlines and an emergency aid package put in place by the Northern Ireland Executive, involving multiples of millions of pounds, the service was indeed saved—until two weeks ago. Someone in the EU then complained that the actions of the Secretary of State and the Northern Ireland Executive amounted to state aid and were therefore wrong. They objected so much that Europe has now told United that it must reject the multi-million pound aid package. As a result, the airline is now closing its service; the last flights from Belfast to Newark in the United States of America will take place in January next year. That shameful action needs to go on the record.

[Sir William Cash]

In the ports sector, as in many others, there are hidden subsidies. Ports over the whole of Europe are publicly owned. Given the money pumped into them, they also represent the lack of a level playing field. What is sauce for the goose is sauce for the gander. I commend the hon. Gentleman for what he said and what the Secretary of State tried to achieve.

[Ian Paisley]

I agree; the hon. Gentleman has put his finger on the fact that the issue extends not only to airports but to seaports as well.

Last week in the House, I pressed the Secretary of State about the United Airlines issue. He kindly said that the decision was “deeply unwelcome” and that a fair amount of effort had been done by his Department, working alongside the Northern Ireland Office and Northern Ireland Executive, in trying to make sure that this air route was sustained. He went on to say:

“The loss of the route because of EU action is deeply unwelcome and precisely the kind of unnecessary decision from Brussels that led this country to vote to leave the European Union.”—[Official Report, 17 November 2016; Vol. 617, c. 377.]

I say a hearty “Hear, hear” to those words. That action was pernicious and should not have taken place. The company should have been allowed to continue to operate in Northern Ireland. Many people in County Antrim who have seen the benefits of Europe have turned against it because of such decisions. I am glad that we as a nation have woken up to that.

We have also had the allegation that the Irish Republic—our well-known neighbour—wants to be supportive of Northern Ireland as it leaves the EU. Indeed, it has written to many of the hauliers in Northern Ireland to invite them to a tea party hosted by the Taoiseach in Dublin. He has called it the all-island civic dialogue, and he wishes to have a conversation about the implications of Brexit for the Republic of Ireland. Now, I am quite happy for the Taoiseach to do that, and for him to understand the conversation that is going on, but if he targets businesses in Northern Ireland with a view to getting them to go to the south of Ireland and to crank up opposition to the UK’s decision, that is where I draw the line. I therefore commend the words of our First Minister in Northern Ireland, who said that the Dublin Government are poaching some of our businesses, and that includes our haulage businesses. It is right that this House understands that, while we welcome the opportunity to work with our southern neighbours, we can also see when someone speaks out of both sides of their mouth—on the one hand saying they are concerned about our relationship, but on the other hand doing everything they can to undermine that relationship and poach businesses from us. I think we should put that on the record.

It is also important that we identify those EU transport regulations that hurt British businesses. In an intervention on the Scottish National party spokesman, the hon. Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry), I mentioned the package travel directive. Expedia is an American company that employs over 2,000 people in call centres and outreach centres in the United Kingdom. It is based in England and Scotland, and it will hopefully soon be based in Northern Ireland. That company employs thousands of people, but it is now faced with the package travel directive. Ordinary business and tourism travellers who use sites such as Expedia or trivago as a one-stop shop for their airline ticket, their hotel, their car rental, the shows they wish to attend or other things they wish to book, such as restaurants, will find that this package travel directive, which comes from the EU to protect huge monopolies, will try to pass on a major charge to the companies—Expedia, trivago or others—or, more than likely, to the customer, because they are using a one-stop shop, when they should apparently be encouraged to use several different operators to place their orders. That package travel directive is wrong, and it should be opposed. That is another reason why many people in the United Kingdom see that, in terms of travel arrangements, we would be better off out of the EU.

[Ian Paisley]

I do not know whether that is the case, so I cannot say whether it would or not. I would certainly be happy to look at that, but we need to encourage our own insurance industry—perhaps we will have a debate about the insurance industry and Brexit—to pick up those issues to determine whether there is a way in which we can address them.

Companies such as Expedia are faced with this package travel directive. We need to be alive to the fact that Europe is not a great benefactor of the travel sector and that it is actually doing an awful lot to hinder it.

[Sir William Cash]

On the general principle that the hon. Gentleman is addressing—the extent to which directives have an adverse effect on certain industries and the national interests of particular countries—is he conscious, as I certainly am, of what is called regulatory collusion? This has been written about by Professor Roland Vaubel of Mannheim University, who makes it clear that a system is employed in the Council of Ministers and through COREPER whereby decisions are made that benefit certain congregations of countries in a way that is detrimental to others, and that this is not a benign system, but actually the pursuit of national interests in another name.

[Ian Paisley]

I agree with the hon. Gentleman and thank him for making that point. This is about not only helping congregations of countries, but assisting cabals within certain sectors of the industry. For example, the package travel directive helps people who do not use computers to buy their tickets and encourages people to use only shops. I have nothing against travel shops, but they should not be assisted over the heads of people who wish to use the internet to make their bookings. There is a very deliberate attempt to try to destroy that business on the internet.

On road haulage, the Government need to address exporter freight charges. Many of our competitors outside the EU, such as Australia, Canada, New Zealand and countries in Asia, including India, have opportunities to assist the trade in their manufactured goods by reducing the cost of exporting them around the world. In essence, this is about freight charges, not just internally within their own countries, but externally. Our Government need to decide what assistance that system gives and how, when we eventually leave the EU, our companies can have a similar type of assistance or, more importantly, can be encouraged to get round the advantage that those other countries are given.

Let me give the House a few examples. In Australia, the freight equalisation scheme allows for goods shipped around the world to be subsidised when going to their final destinations. That means that a similar good manufactured in New Zealand, for example, suddenly becomes more expensive because its freight charges are included in its shipping, whereas the Australian good has its freight charge subsidised or, in many instances, wiped out. New Zealand opposed Australia when it introduced that scheme, but it is still in place. India has a freight assistance scheme, as well as an enterprise promotion policy, which is about assisting with freight charges.

If these issues of transport costs are not addressed, when we finally leave the EU and have wider export opportunities, we will find that if we try to get our goods—manufactured goods, foods or drinks—to certain markets, they will be disadvantaged because we do not give them a freight subsidy. I know that the Government do not like the word “subsidy” and that they will have to look at this further, but something should be done to assist with those transport costs. It is important that the Government have that in their mind.

I welcome the debate and the comments by the Secretary of State. It is useful that we continue to prod and examine these issues.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

Thank you for calling me, Madam Deputy Speaker. I am sorry, but I am feeling a wee bit dizzy because I am not usually so high up the speakers’ list. It is also confusing that there is no limit on our speaking time. Clearly one of the reasons why I have been called so early is the real lack of Back Benchers in the Chamber. Given how many people have told us how bad Europe is and about all the wonderful opportunities that there will be following Brexit, I should have thought that Members would be queuing up to tell us about those opportunities.

[Sir William Cash]

I understand that the hon. Gentleman is about to become a member of my European Scrutiny Committee, so I simply say that I entirely endorse what he has said. Furthermore, many of the remoaners, and the doomsters and gloomsters, are not here defending the positions that they were taking before—I am not just referring to SNP Members. That is where a lot of the problems lie.

[Alan Brown]

I thank the hon. Gentleman for that helpful intervention. Clearly we are part of the remainers, and we represent our constituents. The majority of our constituents across Scotland voted to remain, so we must represent them.

The hon. Member for North Antrim (Ian Paisley) made a bit of a play of highlighting opportunities, but really he highlighted some of the problems with the European Union rather than proper opportunities. He seemed to put a lot of faith in the myth that the Government will invest the money that will not be going to Europe. He trusts the Conservative Government to invest that money. He used the word “subsidy”, although he knows full well that no Tory Government ever volunteer to pay money for subsidies.

This has been a wide-ranging debate. I will focus on road transport, but just before I do, I want to go back to the open skies debate. Prestwick airport, which is in one of my neighbouring constituencies, is a big employer for my area as well as for the constituency it is based in. It would be good if the Minister confirmed that Brexit will not affect Ryanair’s flights from Prestwick and tell us what the Government will do to mitigate any effects. I will throw out one opportunity for Prestwick—to be fair, this is not to do with the European Union—which is its potential as a spaceport. It is high time the Government made a decision about that.

As I said, I will focus on road transport. The Secretary of State said quite correctly in his opening speech that road transport affects us all. Given the proportion of goods that are transported by road to shops, road transport is fundamental to the price of goods. According to Government figures, almost three times as many goods are moved by road as are moved by rail and water combined, which shows us that road is the transport king.

That brings us to the question: what has the EU done for road transport? Apart from the harmonisation of licensing, the harmonisation of vehicle design, European Union-wide regulations for the transport of goods, workers’ rights legislation such as the Working Time Regulations 1998, the Road Transport (Working Time) Regulations 2005, the Agency Workers Regulations 2010 and the Fixed-term Employees (Prevention of Less Favourable Treatment) Regulations 2002, and funding for road schemes in Scotland, the EU has not done much to help road transport.

What else has the EU given us? Apparently, as the guys who are not here continually tell us, the EU has given us endless red tape and regulation. Let us look at how the EU has actually meddled in the pan-European transport of goods by road—this point was touched on by my hon. Friend the Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry). In 1998, a lorry travelling from Milan to London required 88 separate documents. The EU got involved, and after much wrangling, the number of documents now required is one. The number has gone from 88 down to one—that is the red tape that the EU has created for the transport of goods across Europe. In the 1980s, there were 100,000 sets of technical regulations across the member states. Thanks to the EU, they have been consolidated, and there is now one set of EU-level regulations.

We heard about ports earlier. Ports are integral to the import and export of goods for road haulage. As we have heard, ports handle 90% of the UK’s trade. Leaving the EU means that there is a risk that instead of a seamless journey on and off a ferry, there could be extended customs checks, which will slow progress. As we have heard, the infrastructure is not geared up for that, which could mean that ports will require additional parking. Some of the checks need to be repeated for each country that a lorry traverses. Given that the World Bank estimates that the customs clearance process for a single freight container adds around a day to the import process, it is clear that we could face a massive cost and logistics nightmare. Will the Minister therefore confirm that he is fighting for access to the single market and the customs union?

According to the Treasury’s figures, EU membership is estimated to increase trade with EU members by between 68% and 85%. I know that there has been a whole debate about how inflated the figures might or might not be, but even if they are inflated, they still show that there is huge benefit from our membership of the single market.

Has the Secretary of State and/or the Minister discussed the customs union with the automotive industry? At the moment, car components criss-cross the continent before returning for use in final assembly at car plants, so the customs union is a major positive for the automotive industry. The industry is completely appalled by the lackadaisical argument that simply claims that no tariffs will be applied because of the importance of the UK market. It has confirmed that tariffs are its No. 1 concern, so will the Minister touch on that when he sums up?

Nearly 300,000 HGV drivers were employed in the road haulage industry last year. In April 2015, only 1,165 jobseekers recorded their standard occupation as HGV driver, so it is clear that a HGV driver qualification is a pathway to full employment. Even so—we touched on this earlier—the road haulage industry is having to take advantage of EU nationals, using licence harmonisation, to plug the skills gap. There is a predicted shortage of 40,000 HGV drivers by 2020 and the Government do not challenge that figure. That situation will only get worse unless there is a post-Brexit reciprocal licensing arrangement.

I have repeatedly called for the Government to implement a grant scheme to allow small haulage companies to train new HGV drivers. Such a scheme would pay for itself from welfare savings. To date, I have heard nothing from the Government. The Secretary of State said that the idea was with the Minister of State, Department for Transport, the right hon. Member for South Holland and The Deepings (Mr Hayes), who is responsible for skills in the Department for Transport, but it is time we started hearing some concrete plans.

The last key topic I will touch on is road funding, which is particularly relevant to Scotland. Another dividend of the UK Union that we suffered from in Scotland for many years was a lack of investment in our road systems. It has taken an SNP Government coming to power to really push that agenda, in particular with the new M74 and M80 motorways, and the ongoing £500 million M8, M74 and M73 upgrades. It is ridiculous to think that there has never been a continuous motorway connecting Edinburgh and Glasgow; the SNP Government are having to rectify that.

HS2 Ltd: Communication and Engagement

William Cash Excerpts

Thursday 27th October 2016 Commons Chamber

[Mrs Gillan]

I am grateful for the break in proceedings and for that kind intervention by my hon. Friend. As I have said before, it is never possible to over-flatter a politician! I feel passionately about this issue, as do many others, and if I have the freedom to speak, I am very happy to reflect the views of others. I know that my hon. Friend the Member for Stafford (Jeremy Lefroy) has himself worked very hard on trying to mitigate this scheme. In fact, I am now alongside two Staffordshire Members. I am second to none in my admiration for the support that I have had from my colleagues who, I think, feel as strongly as I do.

At the time of Third Reading, I tabled amendments proposing the introduction of an adjudicator—an independent regulatory body that could deal with complaints swiftly and fairly. People who are affected by the scheme would have confidence and faith in such a body, and I think that it is still badly needed. I urge the Minister to think about the amendments again before Royal Assent, to accept them and to try to create a body that would give confidence and faith to the people who are being so badly affected.

[Sir William Cash (Stone) (Con)]

As my hon. Friend the Member for Stafford (Jeremy Lefroy) is aware, we have a serious problem in our part of Staffordshire. What my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) is suggesting would help enormously to deal with the frequent complaints about the manner in which HS2 Ltd is operating, which is causing local people enormous anxiety. I shall be seeing some of them over the weekend to discuss these very questions. I am deeply grateful to my right hon. Friend, and totally endorse her proposal.

[Mrs Gillan]

I thank my hon. Friend for what he says. We spent some time drafting the amendments, and some serious and senior legal brains were brought to bear. The Minister is new to his post, so he might not be as familiar with this project as the rest of us, and this would be a good opportunity for him to review my proposal. Then at least I would feel that it had been examined and considered before being rejected, whereas at the moment I feel that the proposal was rejected out of hand because it came from someone whose constituency was affected so badly by the scheme.

I am astounded by the lack of information that HS2 Ltd has about communications. I do not know whether the Minister has had a chance to look at the answers that have been supplied to my written questions over the past fortnight. In preparation for the debate, I asked for the annual budgets for communication and engagement by HS2 Ltd since 2010. The response stated that the figures could not be provided, as

“the amount of time spent on communication and engagement activity is not centrally tracked.”

I am astounded that, in spite of all the external criticism and scrutiny of its poor communications, HS2 Ltd is not even keeping track of what it is spending, how it is spending, and who is doing what.

[Sir William Cash]

The cost of HS2 started at £30 billion, then rose to £50 billion, and is now increasing further. According to the latest estimates from all the experts, it is rising exponentially. One can imagine that it might end up being £80 billion or even more, in which case it would cost more than Hinkley Point, the Heathrow development and a development at Gatwick, if that were also to take place. We are talking about a payment of massive sums for what many people regard as a badly thought out project that will cause a great deal of anxiety and trouble.

[Mrs Gillan]

It is a case of the three Hs: Hinkley, Heathrow, and HS2; and the greatest of them all is HS2. The Minister has probably heard me say this before, but I still think that the project is so gargantuan that it deserves to be overseen by a dedicated Minister who would keep an eye on it. A sum of £80 billion is larger than the budgets of many Departments of State. It is absurd to think that five Secretaries of State and as many Ministers have overseen this project over a comparatively short period. The lack of continuity is ridiculous. Now we have lost the chief executive, of course, who is going to Rolls-Royce. We have an interim chief executive—Mr Hill, I believe—who comes from CH2M, which has just received a bonus from HS2 for some of its works, and I believe is still in the running to bid for contracts. The arm’s length relationship with contractors does not seem to have been maintained in the current circumstances.

My right hon. Friend the Member for South Northamptonshire asked me to raise particular communications flaws in the need-to-sell scheme. Apparently, constituents still find it difficult to speak to a named lead on their case and cannot retrieve information from HS2 Ltd until they have made an application. On Tuesday, in reply to a written question inquiring about the effectiveness of the scheme, the responding Minister told me that it was operating fairly and as intended. That is certainly not reflected in my right hon. Friend’s remarks to me, so that is worth looking into. I hope that the Minister will respond positively to that.

I will not go into the inadequacy of the legislative process through which the HS2 Bill is being put through this House and the House of Lords. That is a matter for another time but, needless to say, the process itself causes a great deal of confusion and consternation. My right hon. and learned Friend the Member for Kenilworth and Southam (Jeremy Wright) raised with me the excellent point that better communication and provision of information would have negated the need for the House of Commons Select Committee to hear so many petitions. Constructive engagement beforehand could have promoted a dialogue away from the Committee Room, and thus speeded up the passage of the Bill. I think that people felt the only way they could communicate with HS2 Ltd was by depositing a petition and coming along in person to make their case.

I also wish to highlight the poor practice of corridor deals during the Select Committee process. The relocation of the construction haul road in Great Missenden in my constituency was agreed in principle between Buckinghamshire County Council and HS2 Ltd in such a deal. The promise by the promoter altered the evidence given thereafter in Committee and, as it stands, the pledge has not been fulfilled.

The nature of these corridor deals means that vital discussions are not transparent and assurances cannot be enforced. In this case, my constituents feel they are left in a very uncertain and unclear position as to HS2’s intentions towards a traffic management plan that will have an enormous local impact at Great Missenden.

My right hon. and learned Friend the Member for Kenilworth and Southam also asked me to raise the unsatisfactory fact that constituents need to resort to submitting freedom of information requests to obtain meaningful and detailed information. Once again, such information should have been available from HS2 Ltd at the outset, and it is a great shame that it does not display greater transparency. It must understand that I, as an MP—I think I am speaking for my hon. Friends in the Chamber with an interest in the matter—have always approached this on a twin-track basis. If I could not persuade the Government that this was not the scheme in the right place at the right time, and going to the right places, I would be working hard to mitigate its effect on my constituency, and especially on the area of outstanding natural beauty. However, it always seems to me that HS2 thinks that MPs are working against it, yet if this scheme is going to go through, we will have to accept that, but we need to work with HS2 to improve the outcomes for the people we represent.

[Mrs Gillan]

What is so depressing is the fact that the lessons from phase 1 that we have tried to point out do not seem to have been learned, and the mistakes are being repeated in phase 2. The burden of supplementing HS2’s poor performance has certainly fallen disproportionately on local authorities. I am fearful about the next part of the process and the planning that will follow, because there will be more and more burdens on our local authorities, whose budgets—let’s face it—are stretched as it is.

[Sir William Cash]

As my hon. Friend the Member for Stafford implied, the fact is that whatever is decided regarding the current Bill as it goes through the House of Lords will inevitably be applied as a precedent for the next Bill. That is why we need to follow closely what my right hon. Friend the Member for Chesham and Amersham says. I congratulate her on doing everything possible to get this right now.

[Mrs Gillan]

Separately from giving evidence and making recommendations on how we should change the procedures of the House, I think that everyone would agree that it is inequitable that our Standing Orders prevent Members of Parliament from appearing as petitioners in the other place. The Chairman of the Committee had no choice but to interpret the Standing Orders in that way, but to remove the right of advocacy from Members of Parliament seems self-defeating and inadequate, and I am sure that Members of both Houses will want that to change.

The burden on local authorities, especially in relation to communications, has been astronomical. The leader of Buckinghamshire County Council told the House of Lords HS2 Select Committee on Monday that the council had spent £110,264 in 2015-16 on community liaison relating to HS2. That was entirely to cover for HS2’s poor communications. The council has asked for retrospective compensation to recover those costs, which I think is entirely reasonable. I hope that the Minister will agree to that request. If he cannot do so at the Dispatch Box today, perhaps he will do me the courtesy of looking into the matter to see how we can compensate our local authorities.

I would like the Minister to note that I find it incredible that a county council can provide actual figures for communication and community engagement, down to the last pound, whereas HS2 Ltd cannot do so. Indeed, the county council has since incurred further costs in assisting HS2 Ltd’s groundwork investigations, as its staff are consistently used to help to mediate between HS2 Ltd and residents when intentions to access land have not been adequately communicated. HS2 Ltd could and should be doing that job satisfactorily on its own, if only it had the will. Prior to the introduction of the local engagement managers, local authorities were expected to plug the gap in communication and to provide residents with information that was not readily available from HS2 Ltd. The Minister should bear in mind the fact that that was all done at the councils’ own expense.

It is not just local authorities, parish councils and residents that are affected in this way; HS2 Ltd’s poor engagement reaches into a wider constituency. I have been contacted by the Woodland Trust, which reports that it has not been engaged on the independent review of biodiversity, as recommended in the House of Commons Select Committee, and that it might now have to petition the House of Lords without the information it needs. It also tells me that information regarding third-party planning applications has not been forthcoming from HS2 Ltd, and that that has caused unacceptable delays in compensation payments. A project of this size that brings with it such a heavy burden on our environment, in particular the violation of the AONB in the Chilterns, really should ensure that it deals with the detail and follows up with the environmental organisations that are trying to help to mitigate the project’s impact on the environment.

I ask the Minister to take note of the ongoing communication failures and to ensure that he will make sorting them out his priority. This catalogue of errors has considerably hindered HS2 Ltd’s operation—it is the company’s fault—and is costing the taxpayer even more money. The Minister needs to consider creating a scrutiny body with teeth to hold the organisation to account, especially with construction fast approaching.

HS2 Ltd needs a better attitude towards the affected people. When I was preparing for this debate, I thought of two main themes that I wanted to leave with the Minister. First, I want to ensure that there is an overhaul of the communication and engagement strategy and the attitudes of HS2 Ltd. That should be considered at the highest level of the Department for Transport. Secondly, echoing the interventions from my hon. Friend the Member for Stone (Sir William Cash), I want to ensure that this communication calamity never happens again. Residents who received substandard treatment during phase 1 should be the exception, not the rule. If residents are going to be treated the same way under phase 2, the taxpayer will be paying even more for the project than is anticipated.

We have to reconsider how we do major infrastructure projects. We had an announcement this week on Heathrow, which I welcomed because it will be of economic benefit to Buckinghamshire, my constituency and my residents. We finally got a decision after the Davies commission and years of investigation—the project has been examined from every angle. HS2, however, was written on the back of an envelope by a Labour Transport Minister and immediately adopted by the coalition Government. All those processes were not followed. One system is far too long and the other is far too short. We need to find a way of ensuring that our infrastructure projects are the right projects in the right places, and that communications and engagement are of the highest standard, otherwise greater problems will emerge as such projects progress.

I do not usually talk at such great length and did not realise that I was going to have the luxury of taking so many interventions. I thank my colleagues in the Chamber for their support today, particularly those who must remain silent. I hope that the Minister will assure me that he will use his influence radically to re-evaluate how HS2 Ltd deals with our constituents, and that he will embed a culture of respect, transparency, openness and improved communications.

--- Later in debate ---

[Andrew Jones]

Our rail industry is a huge success, and that growth is causing huge problems for the capacity of the network. We need to put capacity into the network, which is what HS2 is about. We need to recognise that it will bring connectivity and capacity on the vital routes between London and the west midlands, Crewe, Leeds, Manchester, south Yorkshire and the east midlands. It will also create space on our networks for other new routes, and give a boost to our regional and national economies. It is vital for the jobs it will create.

[Sir William Cash]

I know that the Minister is only using those things as a backdrop to the points he is going to deal with in a moment on the specifics that my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) so ably put forward. Will he accept, however, that report after report has challenged the assumptions on which he has just made his remarks? Although the vote in the House of Commons demonstrated a huge majority for the project, the reports that have been coming out over the past few years have universally condemned the project, on cost and increasing cost grounds, and on many of the assumptions on which he has just put forward his case.

[Andrew Jones]

It would be a little extreme to say that all the reports that have been written on this project are universally condemning it—I do not believe that to be the case. I recognise that some voices have cast doubts upon the project, or have said that we should be doing a different project or that there could be an alternative use of public money, but there is now real momentum behind this project, which had overwhelming support in this House, with the votes on Second and Third Reading of the phase 1 hybrid Bill being passed by nine to one in favour.

When construction begins next year, attitudes will change on this again. We intend to start construction shortly after Royal Assent, which we anticipate will be towards Christmas or in January, depending on the progress that their lordships make; the commencement of work should be in the spring. At that point, the debate will change. It will not be about whether or not we should be doing this project, but about how we can maximise its benefits, because this project is going to happen. When the construction does start, HS2 will rapidly become the largest infrastructure project in Europe. A project of the scale, complexity and duration of HS2’s nature requires engagement across many communities, organisations and individuals.

--- Later in debate ---

[Andrew Jones]

I will most certainly look into that. My hon. Friend always speaks up as a great champion for his constituency, particularly in health matters, and I am happy to take his point forward.

Communication and professionalism are the principles that HS2 must apply, but not in a profligate way. We have taken a very positive and conservative approach to publicly funded communications under this Government and the coalition Government. Basically, I am talking about doing more without spending more. By 2015, we were actually spending 47% less on communications than six years previously. HS2 must be focused in its communication.

It might just help if I explain some of the things that have happened before talking about the future. Over the past few years, HS2 Ltd has delivered what has been estimated as the largest public consultation that we have ever had in this country. Through public events, exhibitions and information boards, the company has engaged with more than 30,000 people. The High Speed Rail (London - West Midlands) Bill Select Committee has heard more than 1,578 petitions, compared with 205 petitions for the Crossrail Bill. Overall, HS2 Ltd estimates that it has interacted with more than 140,000 people, received 80,000 consultation responses, dealt with 37,000 helpdesk inquiries, engaged with 20,000 people at meetings and events and, last year, sent out approximately 396,000 pieces of literature.

All of that says to me that there are things happening in scale, but all of the concerns that have been articulated by my right hon. Friend indicate that we have much further to go in this piece.

[Sir William Cash]

As my hon. Friend will know, the word consultation means “I hear what you say”, but it does not mean that “I will do what you ask”. In fact, the attitude that has been highlighted by my right hon. and hon. Friends, and that I have had personal experience of, is that people are listened to, but then nothing much happens after that. That is called communication, not consultation.

[Andrew Jones]

My hon. Friend makes a legitimate point. Consultation in the worst cases can simply be a tick-box exercise—a process that has to be undertaken for lots of different elements of public policy or for planning applications. That is not good enough, but during the progress of the Bill, we have seen many changes in the original proposals, the consultation and the route and the communication around it. We are not in that place where people are just going through the exercise and not listening, but I do not want people to think that their voices will not be heard. We must ensure that people recognise that their views are respected. That goes back to my earlier point about ensuring that, underpinning everything, there is an attitude of openness and respect for individuals.

--- Later in debate ---

[Andrew Jones]

I am, indeed, listening. I am not entirely sure that I can promise extra tunnelling in the Chilterns—that was a very big ask. We have, as a House, and through this project, been over that ground in some detail. However, the point remains that consultations are to genuinely listen to local input so that projects can be improved, whichever part of our public services it is. That cannot mean that everybody gets what they want—that is not possible—but it certainly means that people should be treated with respect and that it is not just a tick-box exercise.

The point about the numbers I was going through earlier is that there is already scale to what is happening. These are big numbers, but the big numbers have to be backed by practical help. In April 2014, an improved assistance package for property owners close to the route was announced. I would stress that the Government are committed to fairly compensating land and property owners directly affected by HS2. Most large infrastructure projects compensate property owners only when statutory compensation measures apply. Given the time it will take to develop HS2, which is a most unique project, the Government recognise that earlier discretionary schemes help those property owners who are most severely affected by the proposals.

My hon. Friend the Member for Stafford (Jeremy Lefroy) raised the point about those most affected by blight in phase 2a. They can submit a blight notice, and that means, potentially, face value for property—10% homeowner’s payment and costs. I will write to my hon. Friend with details of that so he can pass those on to his constituents and anybody else who may contact him.

Residents with properties on the full phase 1 and phase 2a routes currently have access to a package of compensation measures and assistance. Overall, these are available much more widely than for other infrastructure projects, and, indeed, offer more choice. We intend to bring forward proposals for long-term property compensation and assistance schemes when the HS2 phase 2b announcement is made later this year.

The need-to-sell scheme is, I believe, operating fairly. I will of course pick up the points my right hon. Friend mentioned. We already have updated guidance to reflect learning from the scheme since its inception in January last year. In particular, a change made earlier this year allows a successful applicant to choose one of the two initial valuers, either from HS2 Ltd’s pool or any Royal Institution of Chartered Surveyors-registered valuer. While that change is recent, initial results show fewer properties need further valuations to determine their fair price. That is an issue the right hon. Lady has raised, and I am grateful to her for her contribution. It was alluded to by my right hon. and learned Friend the Attorney General, when he talked about how increased and improved communication may have mitigated the need for more petitions as the Bill progressed.

A residents’ charter has been introduced setting out clear commitments by HS2 Ltd to local communities. Through the charter, HS2 Ltd pledges to communicate plainly; respond to inquiries quickly and efficiently; and promote awareness of all discretionary property schemes. Holding HS2 Ltd to the standards of the charter is the independent residents commissioner Deborah Fazan. I have met her already, and I intend to have a regular series of meetings with her and, indeed, others, to make sure they are taking up and following through any issues raised with me by colleagues.

HS2 Ltd has introduced a robust, verified complaints-handling process which includes an independent review stage that meets ISO 9001—the nationally accredited standard. The real prize, of course, is to avoid as far as possible giving cause for complaint. That means building HS2 carefully and correctly. An environmental statement accompanied the introduction of the hybrid Bill, and further environmental statements have accompanied the additional provisions considered by the Select Committee. Changes made in the Select Committee mean less land take, more noise barriers, and longer tunnels. On the latter point, I again acknowledge the successful campaigning by my right hon. Friend the Member for Chesham and Amersham to lengthen the tunnel through her constituency.

[Sir William Cash]

It has been brought to my attention that there have been proposals for tunnelling through sand and gravel, and that in such circumstances an enormous of time will be wasted given that it is not possible to do that because it just falls in.

[Andrew Jones]

I am not a geologist, but I am aware of concerns about the ground conditions on the route for phase 1 and phase 2a. For example, my hon. Friend the Member for Eddisbury (Antoinette Sandbach) has highlighted the challenges regarding salt mines. These issues will be tackled in full and in detail by geologists. I recognise the challenges involved in a project with significant tunnelling, but, as a country, we have learned more about that through the progress made on Crossrail.

My right hon. Friend has made very clear the frustrations of not only her constituents but those of her colleagues’ constituents. HS2 Ltd acknowledges that it has not always got communications right, as we know. It did not in the case of Flats Lane near Lichfield, as the parliamentary and health service ombudsman’s report and the inquiry by the Public Administration and Constitutional Affairs Committee laid bare. I am not here to make excuses for the company. We must deal with all those affected with fairness, and fairness requires the highest standards of engagement. I believe that HS2 is an organisation that is learning, and it needs to learn and improve over time. Communications on phase 2 reflect the lessons of past engagement. I cannot correct what has happened before, but I can seek to learn from it, to make sure that the company has learned from it, and to correct and improve things for the future. Much has taken place and much more is planned.

On phase 2a, HS2 Ltd has seen 2,184 people at 13 information events held this month and last month, as well as numerous meetings with parish councils and action groups. It has also met individuals directly and indirectly affected by the 2a line of route. In addition, 1,487 people have been seen at phase 2a property events this year, and 1,442 were seen in 2015. On phase 2b, the company has already seen 6,458 people at nine information events held in South Yorkshire, plus a further 123 at appointment events. For me, that shows how much demand for information there is from the public. They know that this is a big deal, and they need to know what it means for them. High-level communication has to be at the core of a successful project. Following a decision on the phase 2b route, the company has plans for a series of further engagement events, details of which will be made known once confirmed.

Vital as good engagement on phase 2 is, the first phase of HS2 is poised at a significant threshold—the start of construction. HS2 Ltd will specify the behaviours it expects of its contractors in their engagement with residents and communities. For contractors working on HS2, key performance indicators on community engagement will form part of their contracts, and HS2 Ltd will measure their approach to this. The phase that we are entering will see many more people working not just on HS2 but all through the HS2 supply chain. The number of potential interactions between members of the public and the project will therefore increase. It is important to note that this is not just an HS2 Ltd issue; it is an HS2 Ltd and supply chain issue.

[Andrew Jones]

We sought to make sure that the project continued in its critical phase of delivery when Mr Kirby left to join Rolls-Royce. People leave companies all the time. He had a very good offer to go into Rolls-Royce, and he has taken it. “Man leaves company” is not necessarily news, but it would be news if the project faltered. We seek to secure continuity of delivery while we engage in a full and open recruitment process for a replacement for Mr Kirby.

I understand all the points that have been made about trust and communication. Trust is easy to lose and difficult to gain. As the project develops, the company will simply have to work much harder to rebuild trust. It takes ages to rebuild something that can be lost in a moment. As I have said, we cannot correct what has happened in the past. I know that there are frustrations from communities, councils and colleagues here. We have to learn from them and put in place measures in HS2 and the HS2 supply chain, with a means of appeal. We can come on to the commissioners in a moment. Those have to be the principles by which we can plan for the future. The company is developing its plans for working with contractors to deliver engagement plans for each area, and they will be captured in a public code of construction practice.

An announcement will be made shortly on HS2 Ltd’s appointment of a director of community engagement, who will answer directly to the CEO. In addition, HS2 Ltd has recruited engagement managers for the phase 1 route, and their numbers have increased from six earlier this year to 26 today. They will be the main points of contact for local communities and will be responsible for acting on the concerns of those communities. Moreover, the engagement managers will be responsible for ensuring that the issues that are raised with them are addressed by HS2 Ltd in a timely and open manner.

As a statutory undertaker, HS2 Ltd has been required to appoint an independent construction commissioner. My right hon. Friend the Member for Chesham and Amersham highlighted her meeting with Gareth Epps, who was appointed to the role on an interim basis in July. His is an interim role, but we envisage that it will increase after Royal Assent. It would be inappropriate to start adding to the cost base by allocating offices and taking on staff until we have clear Royal Assent. We intend to make sure that that role is independent and away from HS2 Ltd.

[Sir William Cash]

I want to use this opportunity to register my concern, about which I am writing to the persons responsible, regarding the temporary construction facility of a railhead near Stone, in my constituency, which will affect Swynnerton, Eccleshall and Stone itself—as well as Yarnfield, of course, which is where I am going on Saturday. I just thought I would get that on the record so that the Minister could pass on that message to the people he is talking about.

[Andrew Jones]

That message is now firmly on the record. It is inevitable that when projects of great scale arrive in any area, they will attract enormous public interest, public concern and, in many cases, public enthusiasm. We need to make sure that we get this right, and Members of Parliament have an important role as a natural place for a resident who is concerned about a national policy initiative to go.

The construction commissioner will mediate in unresolved disputes between HS2 Ltd and individuals or bodies, including under a planned small claims scheme. He will also monitor complaints and advise on how to reduce them where possible, and he will scrutinise HS2 Ltd and the community engagement work of its contractors, to provide a clear steer for the company. As I have said, following Royal Assent we expect it to become a permanent role, and I intend to have regular contact so that I am fully informed of any issues up and down the line.

I have alluded to the variety of communities and groups with an interest in HS2. The company understands the importance of a tailored approach. Its equality, diversity and inclusion team is at the forefront of engaging with harder-to-reach communities, including perhaps those with a language barrier. There have been concerns in the Camden area, for instance. That highlights the importance of local representatives, so local government has a significant role to play in HS2.

HS2 Ltd provides briefing sessions for local authority elected members and chief officers, and it meets, briefs and seeks input from them. I have met authority leaders in Birmingham and Manchester in the past few days. They are looking at the project in a very encouraging and exciting way and are considering how they will be able to redevelop their areas when the project lands. However, it is not just about redevelopment; it is also about construction work. HS2 Ltd, local authorities and other bodies, such as Highways England, have to engage properly in order to plan the building process effectively.

High Speed Rail (London – West Midlands) Bill

William Cash Excerpts

Wednesday 23rd March 2016 Commons Chamber

[Andy McDonald (Middlesbrough) (Lab)]

I am pleased to be able to contribute to this important debate and play a part in this Bill’s progress. We fully appreciate the importance of this vital piece of infrastructure and the benefits it will bring to our country for generations to come. It is not common to find such consensus in this House, but I am pleased that both the Government and the Opposition understand the need for this high-speed railway. HS2 was, of course, the brainchild of the previous Labour Government, but I readily acknowledge the work that the current Government have done in progressing the project. It is to be very much welcomed for the country that we have such consensus across the House on such important national infrastructure projects.

In that same vein, I shall discuss new clause 19, which stands in the name of the Minister, as well as in my name, those of some of his colleagues and that of my hon. Friend the Member for Nottingham South (Lilian Greenwood). It deals with vocational qualifications.

[Sir William Cash (Stone) (Con)]

Just in case it might be thought that there is not still entrenched opposition to these proposals, may I say, speaking not only for myself but for many of my colleagues and for people in Staffordshire, where we get no benefit from this scheme at all, given the damage it is doing to our countryside, that I wish to register opposition to this in its entirety?

[Andy McDonald]

I think I used the word “consensus” not “unanimity”. I sincerely thank the Minister for his constructive approach to this issue and for adding his name to mine by way of support. There is agreement across the House that both jobs and skills are a core part of the case for HS2, and I note that the recent Shaw report calls for much deeper strategic engagement of trade unions across the rail industry. Accordingly, may I take this opportunity to congratulate the Minister and HS2 Ltd for their positive engagement with the TUC in securing an agreement to make sure that trade unions, HS2 and its suppliers work together to maximise HS2’s economic and labour market potential?

--- Later in debate ---

[Mrs Gillan]

I drew the House’s attention to that report in a point of order. The report is appended to today’s debate, but of course there was no possibility of tabling amendments that referred to that report in an attempt to alter HS2’s behaviour.

New clause 2 is designed to ensure that all local authorities are properly compensated for any damage to roads as a result of HS2 constructions. As others have confirmed, that vital safeguard should be added to the Bill. The Secretary of State, who is now in his place on the Front Bench, visited my constituency earlier this month and saw at first hand some of the problems that my constituents face. I am grateful for that visit. He also saw the problems we have in Buckinghamshire with potholes. I am particularly concerned about the roads in and around Great Missenden. Quite by chance, my right hon. Friend witnessed maintenance works being carried out on those roads during his visit.

Buckinghamshire County Council highways authority estimates that it will spend about £7.5 million on pothole-related maintenance over the next five years. That figure takes no account of patching, resurfacing, drainage, road sweeping and other related costs. I believe that considerable additional costs will arise from the large number of heavy goods vehicles pounding their way up and down some of Buckinghamshire’s fragile roads. Local authorities may well be reimbursed for reasonable costs, but what are reasonable costs? I want them to be reimbursed fully and I want that to be enshrined in statute, to make sure that the provision is both sufficient and justiciable.

New clause 3 is intended to increase the amounts allocated by the Department for Transport to the business and local economy fund and the community and environment fund from £30 million to £150 million. The £30 million originally announced for those funds to assist those affected by HS2 has been felt across the board to be meagre and insufficient, especially as the funding is intended to cover the entire route of phase 1. The Select Committee acknowledged the significant shortfall and the Government’s response to its final report stated that the sum would be increased to £40 million. I contend that that is not enough. The impacts of the project will be long standing and severe for the environment, local authorities and communities. Through new clause 3, I propose that the funding be increased to £150 million to give those affected the compensation they deserve and to ensure that adverse effects are minimised.

[Sir William Cash]

Both of us have signed new clause 33 on compensation by reference to a property bond. I wanted to put that on the record. My right hon. Friend is doing a great job, and I do not want to take up the time of the House to refer to new clause 33, knowing that she agrees with me.

[Mrs Gillan]

I am grateful to my hon. Friend, and grateful for the support that I have received from colleagues across the piece.

On new clause 3, there is currently no information on how the funds will be divided, which areas will be prioritised or how the money could be spent. There is also no clarification of whether, for example, the funds to be allocated will include the moneys already allocated to the Colne valley. Will those come out of this funding envelope? There has been a suggestion that the money will be delivered locally through local enterprise partnerships, but that would be most unsuitable. In Buckinghamshire, for example, we have two overlapping LEPs. How would the money be administered? I think it should be kept separate from the LEPs and genuinely given to local groups so that they can decide how best to distribute the funds. I urge the Minister both to increase the funds and to provide further details on how they will be administered.

The last new clause to which I shall speak in this group is new clause 4, which deals with compensation. All the MPs who have constituencies along the route will know that compensation issues have caused great worry and stress to our constituents, and many of the recommendations of the HS2 hybrid Bill Select Committee, although welcome, have yet to translate into changes to the schemes. The Select Committee’s report in February 2016 stated that

“the Government said that it would work to implement a revised process for the valuation of properties for ‘Need to Sell’ that will allow more local valuers to be used”.

That review was promised for autumn last year, but we are still waiting.

The Department for Transport’s response to the Select Committee report is silent on the valuation point, and although a response was promised before Third Reading, when I last looked I had not yet received that. I may be wrong—HS2 tends to slip out its documents just in time for debates, which I think is poor practice. In this case such poor practice is affecting people’s lives. Implementing a fair valuation process for property owners who are receiving unacceptably low offers from HS2 is of paramount importance.

I still have a large number of constituents who have been negotiating with HS2 for months to get a fair price for their property, and I know from colleagues that it is a similar story up and down the route. I have been appalled at the treatment of individuals, who have had to employ expensive lawyers even to get timely and rational answers from those employed by HS2 or from HS2 itself. My colleagues and I have raised these points for years, yet there continues to be a litany of errors from HS2. There have been internal emails that are rude and disrespectful about constituents. The Public Administration and Constitutional Affairs Committee report published earlier today refers to the Parliamentary and Health Service Ombudsman report, which accused HS2 of being guilty of maladministration. I believe that that has characterised the way in which HS2 has dealt with people who have lost their houses, their businesses and their land.

Infrastructure Bill [Lords]

William Cash Excerpts

Monday 26th January 2015 Commons Chamber

[Amber Rudd]

We will certainly do our best. The UK is a leader in Europe in providing our own example and in trying to corral our European partners to ensure that we move to a low carbon economy.

[Sir William Cash (Stone) (Con)]

rose—

[Amber Rudd]

I will make a little more progress.

Professor David MacKay and Dr Timothy Stone have supported the findings of the Committee on Climate Change and in 2013, they published recommendations on how to reduce emissions from shale gas operations, which the Government have accepted. In addition, the Environment Agency has agreed to make green completions—techniques to minimise methane emissions —a requirement of environmental permits for shale gas production.

--- Later in debate ---

[Amber Rudd]

The hon. Gentleman makes an interesting point. I am confident that our amendment addresses exactly that. The Committee on Climate Change will take a view on what it sees, now that there is an obligation on the Secretary of State to consult with it. I am encouraged by the fact that that obligation is now in place.

[Sir William Cash]

On the point made by my hon. Friend the Member for Warrington South (David Mowat), is the Minister aware that, historically, the German nation has been providing massive subsidies—up to £4 billion a year—to its coal industry? She could do something in the Council of Europe about solving the problem that she has been describing. Will she do that?

[Amber Rudd]

I thank my hon. Friend for his expression of confidence in our ability to work with our European partners to improve output in the UK and in Europe more widely.

--- Later in debate ---

[Amber Rudd]

I shall not take any more interventions, as I must finish my comments.

Amendments 50, 68, 69 and 73 touch on the recovery of UK petroleum. Amendment 50 would delete clause 37, which puts into primary legislation a new duty to maximise the economic recovery of oil and gas. The Government feel that oil and gas recovery makes an important contribution to the national economy by supporting jobs and growth. In June 2013, we commissioned Sir Ian Wood to review UK offshore oil and gas recovery and its regulation, and we have been making good progress implementing the recommendations.

The amendments would also place a moratorium on hydraulic fracking for shale gas to reduce the chance of our carbon budgets being breached. As I indicated, UK shale development is compatible with our goal to cut greenhouse gas emissions and does not detract from our support for renewables. I hope hon. Members will find this explanation reassuring and will not press their amendments.

I thank my hon. Friend the Member for Wealden (Charles Hendry) for tabling new clauses 10 and 11. It is critical for any Government to secure reliable gas supplies, and we keep our gas security under constant review, but let me be clear: the risks to consumers are low. We still have significant levels of domestic gas production, pipelines from Norway, the Netherlands and Belgium, liquefied natural gas terminals and 10 gas storage facilities. Indeed, two new gas storage sites have opened for business in the last six months. This diversity of supply is how our gas needs are met.

Under the Gas Act 1986, the Government and the regulator have a duty to carry out their functions in a way that protects the interests of existing and future gas consumers, including the security of supply. Ofgem also has the ability to launch a significant code review, if it suspects a problem in the gas market. I respect my hon. Friend’s experience on these matters and take his concerns seriously, and on that basis, I will commit to including information about gas storage capacity in our annual statutory security of supply report to Parliament. I hope he will find that reassuring.

[Sir William Cash]

On that point, will my hon. Friend give way?

[Amber Rudd]

I will not, I am afraid, as I need to finish. I am sure other Members would like to speak.

On new clause 1, the Government welcome in principle the sentiment behind the proposed amendment to the Environmental Permitting (England and Wales) Regulations 2010 to make explicit reference to hydraulic fracturing, and I would like to reassure hon. Members that the Government will continue the work we have initiated and introduce any appropriate changes to the regulations in due course. I therefore ask hon. Members not to press the new clause.

It is my firm belief that there is no need for new clause 19(e) or amendment 59, because the necessary protections are already in place. Outside source protection zone 1 areas, extraction activities will be permitted only if they do not pose a significant risk to groundwater.

In covering all the amendments and new clauses, I hope I have reassured hon. Members of the care the Government are taking to develop the best shale gas environment we can, for the benefit of the UK generally.

HS2 Funding Referendum Bill

William Cash Excerpts

Friday 23rd January 2015 Commons Chamber

[Sir William Cash (Stone) (Con)]

I totally support everything that has been said and my hon. Friend’s efforts on behalf of all the people who are opposed to this project.

[Mr Chope]

I also want to thank a lot of people who have helped to raise awareness of this debate, particularly one of my constituents, Penny Gaines, who moved into my constituency relatively recently, having been forced out of the constituency where she lived before but unable to sell her house at a reasonable price because of the blight of HS2. She remains very strongly opposed to the project, as do large numbers of my constituents.

The question people ask at this stage of a debate is, “Where next?” I am reliably informed that if we pushed the Bill to a Second Reading, it would not receive the Government’s support for a money resolution and would therefore be unable to make any progress. It would not be able to go into Committee or be dealt with before the end of this Session—the last Session of this Parliament.

However, this issue is not going to go away. Our country is still running an annual deficit of close to £100 billion a year. The HS2 hybrid Bill is still in Committee and will be there beyond the general election. Come June, after the general election, there will be a fresh ballot for private Members’ Bills and I hope that a successful colleague will promote a Bill along the same lines as mine. We will then be able to drum up the necessary support to give the Bill a Second Reading, take it to Committee and, I hope, get it on the statute book.

As the right hon. Member for Holborn and St Pancras has said, it is obscene for such a proposal to waste so much public money when taxpayers’ money is so scarce, and the Front Benchers, in a cosy alliance, are trying to force it through against the will of the people.

Finally, the £20 billion for Crossrail 2 is an additional cost to that for HS2. Without it, people getting off HS2 would not have anywhere to go because it would be so congested. My right hon. Friend the Minister gave no answer to that and there was no clear answer from the Opposition representative, the hon. Member for Nottingham South (Lilian Greenwood). I am afraid that typifies what has almost become a dialogue of the deaf on this issue. Ultimately, this is costing the taxpayers money, and the Government need to be brought to account.

I look forward to this Bill, or something like it, being reintroduced later in this calendar year and, ultimately, making it to the statute book. I beg to ask leave to withdraw the motion.

Motion and Bill, by leave, withdrawn.

High Speed 2 (Compensation)

William Cash Excerpts

Tuesday 21st October 2014 Commons Chamber

[Mrs Gillan]

My right hon. and learned Friend makes an important point. Those people have worked hard, saved and invested in those properties.

[Sir William Cash (Stone) (Con)]

My right hon. Friend is making an excellent speech. Those of us who are between Birmingham and Manchester are extremely glad that we are going to have the opportunity to petition and to have our case heard by the High Speed Rail (London - West Midlands) Bill Select Committee, and we are grateful to her for everything she has done.

[Mrs Gillan]

I thank my hon. Friend. I glad to see that the Chairman of the Committee, my hon. Friend the Member for Poole (Mr Syms), is in his place. I note that there are many hon. Members here tonight, and I welcome those who have just come into the Chamber. It is important to put these points to the Minister in as forceful a way as possible.

The home owner payment scheme proposes to give home owner payments to those living between 120 metres and 300 metres from the line. This once again limits compensation by distance from the line. It also does little to assist the functionality of the property market in affected areas. The payments on offer are too low and, as the effect of inflation is not considered, they might be inaccurate as well.

Like other colleagues, I have many farmers and landowners in my constituency, and none of the schemes properly addresses the impact of HS2 on them. I deal with a number of organisations, including the Country Land and Business Association and the National Farmers Union, that are campaigning hard to ensure that affected landowners receive fair and timely compensation, and I hope the Minister understands the special problems facing farmers and growers. He is a farmer himself, so I am hoping for that special understanding.

--- Later in debate ---

[Mr Goodwill]

I will move on to the measures for those further away, but we understand that many people’s biggest asset is their home. In fact, many people see their home as part of their retirement package.

We announced a “need to sell” scheme to help property owners who have a compelling need to sell their home, but are unable to do so because of our plans to build HS2. There will be no outer boundary to that scheme, which will also be opened to applicants by the end of 2014. It will succeed the current exceptional hardship scheme for phase 1, which will then be closed. When we implement the voluntary purchase and “need to sell” schemes later this year, we will publish detailed guidance about how they will work.

We have also announced rent back, a rule that means that if a property that the Government have purchased under any of our schemes is suitable for letting, the previous owner may, if they wish, be considered for a Crown tenancy. That scheme was introduced on 9 April.

We have consulted separately over the summer on two supplementary cash payment schemes. The first would provide that, for owner-occupiers in the voluntary purchase area, an alternative cash offer of 10% of the unblighted market value of their property, with a cap of £100,000 and a minimum payment of £30,000, would apply.

[Sir William Cash]

Does the Minister accept that this is a wholly inadequate package? We sincerely trust that the Committee considering the Bill will listen carefully to the analysis that we will put forward in our petitions, because it is petitions to this House that ought to make the difference.

[Mr Goodwill]

I pay tribute to the petitions Committee, which has set about carrying out its role in a workmanlike way. My hon. Friend the Member for Poole (Mr Syms), the Chair of that Committee, is in the Chamber to hear this debate.

That cash payment scheme might help some people to decide that they do not need to move to protect the value of their investment in their home. We have also consulted on a home owner payment scheme to provide cash payments to eligible owner-occupiers between 120 metres and 300 metres from the centre line, following Royal Assent of the phase 1 hybrid Bill, to enable affected residents to share early in the future economic benefits of the railway. We have sought views on consequential changes to the voluntary purchase offer and the “need to sell” scheme.

High Speed Rail (London - West Midlands) Bill: Select Committee

William Cash Excerpts

Tuesday 29th April 2014 Commons Chamber

[Mr Goodwill]

To be absolutely honest with the hon. Gentleman, many people who volunteered to consider the Crossrail Bill did not realise what a commitment it would be. We have found six Members—some of whom have been volunteered—who are prepared to put in the time and commitment to do this, and I think we will be well served by them. We are very grateful to them for putting their names forward. It would be a big ask to find a large Committee to do this work, given the large amount of time those Members will have to take out of the other parliamentary duties they carry out on their constituents’ behalf. We are very grateful that they are volunteers rather than pressed men.

[Mr William Cash (Stone) (Con)]

As I understand it, this is a general debate about all the issues, as encapsulated in the motions and the various amendments. Next week will be my 30th year in Parliament and, having spent a lot of my previous life dealing with hybrid and other Bills, I entirely concur with my hon. Friend on the burdens involved in the privilege of being given the opportunity to take such an active part in the Select Committee stage. Does he accept that there is recognition in one of the Bill’s schedules for property bonds, and does he agree that the Select Committee should take that issue into account when it decides what kind of compensation should be paid?

[Mr Goodwill]

It would be inappropriate for me to comment on the compensation package at this stage, given that consultation is still taking place, but we recently announced a package that I believe to be generous, particularly in rural areas. It also has to be fair to the taxpayer, who will ultimately pick up the bill, and the compensation is in marked contrast to that which other people around the country might receive if a bypass, new railway spur or goods marshalling yard were to be built in their area.

The carry-over motion reflects the certainty provided by the Fixed-term Parliaments Act 2011. It allows the Bill to carry over into the fourth Session of this Parliament and the first Session of the next. That will avoid the need unnecessarily to use up the House’s time with another carry-over motion later in the year when it is clear to everyone when the general election will take place and that this Bill will not have secured Royal Assent by that point.

The motion provides for suspension of the Bill from the end of the Session, but that will not prevent the depositing of petitions after Prorogation should it precede the end of the petitioning period. The motion also provides for the continuity of the membership of the Select Committee and maintains any instructions given to the Committee by this House, the standing of roll B agents and all the elements of whatever progress the Bill has made from each Session into the next. In providing for carry-over into the next Parliament, the motion caters for the fact that the Bill could have reached a range of different stages by that point. In each case, the motion provides that the progress made up to the end of the fourth Session be carried over into the next Parliament.

As the House is aware, the Chairs of departmental Select Committees are paid for the additional responsibilities the role brings, as allowed under section 4A(2) of the Parliamentary Standards Act 2009. The role of the Chair of a hybrid Bill Select Committee is no less demanding —indeed, in some cases it may be more demanding—and the Chair of the Crossrail Select Committee was paid a salary equivalent to that of a departmental Select Committee Chair. The motion allows the Chair of the HS2 Select Committee to be paid an equivalent salary, and I am sure the House will agree that that is appropriate, given the significant responsibility the role carries.

In conclusion, I commend the motions to the House. HS2 is a vital national project and it is important that we make swift progress. However, it is equally important to ensure that those affected by the railway have appropriate opportunity to have their say. I believe that the motions strike the right balance. They establish a Select Committee with the flexibility to hear and deal with the concerns of those directly and specially affected, but they do not import unreasonable delay. Everyone wants certainty—petitioner, promoter and the general public—and I believe that the motions provide that certainty and that they will allow people to have their say, have their issues addressed and get on with their lives. I think that everyone in the House wants to see that, and I hope they will support the motions.

High Speed Rail (London – West Midlands) Bill

William Cash Excerpts

Monday 28th April 2014 Commons Chamber

[Mr McLoughlin]

As for notes on what my hon. Friend might have said yesterday, I do not think I have enough pages in the Department for what he might have tweeted out yesterday. I will address why I think this is the right scheme a little later, because I want also to talk about the links between—

[Mr William Cash (Stone) (Con)]

rose—

[Mr McLoughlin]

I will give way for the last time and then I will want to make some progress.

[Mr Cash]

Phase 2, which affects my constituents directly, will have compensation arrangements which will clearly be based on the proposals being put forward with regard to phase 1—London to Birmingham. Given that, and given the scale of this operation, does my right hon. Friend accept that the only proper and reasonable basis for properly compensating the people concerned is if they get full value in relation to the losses they incur and not just the kind of provision currently on offer?

[Mr McLoughlin]

I want to talk about the compensation package a little later and indeed about the fact that I announced a new compensation package before the House rose for Easter, but that matter is out for consultation.

Before I took those interventions, I was talking about the improvements in the great western main line. We will also see improvement in east-west links, with faster electric trains between Liverpool, Manchester, Leeds and Newcastle and a reopened railway between Oxford and Bedford. In London, we will see the Crossrail and Thameslink upgrades, which between them will cost £21 billion—about the same amount that is being spent on the first phase of High Speed 2. It is the scale of spending on London that has brought about amazing transformations at places such as St Pancras and King’s Cross stations. In the 20 years that I have been using those stations, they have become places that people wish to visit, destinations in their own right and places of which we can be proud. However, that necessary investment in London should not come at the expense of the rest of the country. Demand for travel is growing everywhere.

Twice as many people travel by train every day as they did 20 years ago. More people drive and fly, too, and that is because our horizons broaden in a better-connected world. Digital links do not replace travel; they fuel it. Smartphones and broadband are not an alternative to things such as HS2; they are part of the same growing links between people and businesses, and that pressure is felt acutely on our north-south rail corridors.

--- Later in debate ---

[Mary Creagh]

Tempting though it is to offer up my words of complete ignorance on the best way to build a railway, I will leave the matter to Sir David Higgins, who has a bit more experience in the area than me. I would certainly welcome anything that brought the benefits to the midlands and the north quicker, but he is the expert on delivering such large-scale projects.

The transport authorities must prepare to ensure that regional towns and cities reap the benefits of HS2. Railway engineering and advanced construction skills should be a national priority. We want more UK businesses, large and small, to win the large contracts. I hope that in his conclusion the Minister will tell us how he will support cities and businesses to make the most of the scheme.

[Mr Cash]

The hon. Lady just referred to the benefits for the midlands. Will she explain what benefits there will be for my constituents and people from one end of Staffordshire to the other?

[Mary Creagh]

There will be more frequent train services, not just to London but to the major cities of the north, and there will potentially be better east-west rail links in the north for people who want to visit friends and family on the other side of the Pennines.

More capacity on the existing network means more space for rail freight. That will take lorries off the motorways, reduce carbon emissions and improve air quality. The full network should reduce the number of flights from Manchester and Scotland to London. HS2 will help us to move towards a sustainable, low-carbon transport system.

--- Later in debate ---

[Mrs Gillan]

I am awfully sorry, but if I give way to the right hon. Gentleman I will have to give way to others, and so many people want to speak that I will eat into the time allowed to them. The right hon. Gentleman can make his own speech.

The Secretary of State for Transport claims that HS2 is essential to deal with an impending capacity crisis on the west coast main line. However, the available figures show that intercity trains on the west coast main line coming into Euston are on average just 52% full in peak hours. There is severe commuter overcrowding on many commuter lines into all our major cities, and HS2 will do very little, or in many cases nothing at all, to relieve that. Is the commute into Euston really the priority over other areas?

The big picture is the claim that HS2 will heal the north-south divide. Even today the Institute of Economic Affairs has again questioned the promises of an economic transformation of the north. There is no academic peer-reviewed evidence to show that the presence of a high-speed rail line will lead to increased economic output at the levels suggested in what is now a questionable report from KPMG, commissioned by HS2. The report claims that HS2 would bring benefits of £15 billion per year. However, it assumes that rail connectivity is the only variable driving local economic growth. We know that that is simply not the case; if it were, Ebbsfleet in Kent would be a boom town.

However, London could be the winner. The majority of academic evidence available in other countries shows that where a high-speed rail line connects a dominant city to a less dominant town or city, it is the dominant city that gains. HS2 will suck skills and businesses to London rather than to our regions. If HS2 had a viable business case, it should have been built starting in the north, connecting the northern cities to each other and then eventually to London.

We are getting a project that has markedly changed since it was first proposed. HS2 was going to allow someone to jump on a train in Manchester and travel straight to Brussels, but that has now been ditched. The direct link to Heathrow has of course now been dropped, but in any event why are we not going for maximum connectivity to our airports in the south by finalising our high-speed rail policy after the result of the Howard Davies commission?

My right hon. and learned Friend the Member for Beaconsfield would also like assurances from the Government on the so-called Heathrow spur, on which he still has many questions. Even the much vaunted connections between the towns and cities are far from perfect. In fact, HS2 connects only four city centres. The proposals for Euston are not settled and Old Oak Common will require an enormous amount of work to connect it to the rest of London’s transport infrastructure. The HS2 station in Birmingham is a 15 minute walk through an underpass to Birmingham New Street, where the rest of the city’s trains come in. If we look to the plans for Sheffield Meadowhall, Toton and Derby, the HS2 stations will be miles outside city centres. The latest business case included £8.3 billion of cuts to existing rail services, affecting many towns and cities, and the KPMG report showed that many local economies away from the line of the route would suffer. The main objective to shorten journey times drastically has now been questioned by calls from the Environmental Audit Committee to decrease average speeds. That means that HS2 may not even achieve its original aims on either speed or connectivity.

Finally, HS2 is not really green. A meagre 1% of HS2 passengers are predicted to transfer from air, and just 4% from cars. The remaining 95% of passengers are predicted to be new journeys or transfers from less polluting modes of transport, and that is before we examine closely the vast amount of power needed to power the railway. If the project goes ahead, it is important that we protect the environment and the people who will be affected. People expect the project to be implemented to the highest standards, ensuring the best environmental protections and giving support to the communities and individuals who are severely affected.

The Chilterns area of outstanding natural beauty is in my constituency, as everybody now knows. It is known as the lungs of London and is the last large expanse of protected unspoilt countryside in the south-east of England. There are more than 50 million visits annually, and many of the villages, hamlets, ancient woodlands and hedgerows remain largely unchanged since Norman times. The Chilterns is designated under the Countryside and Rights of Way Act 2000, and the Government have a legal duty to adhere to those protections: anything less would make a mockery of all the Government’s pledges to protect our natural environment.

The Environmental Audit Committee’s report of 7 April was highly critical of the project and said that the Government have “significant work to do” to prove that they are prioritising environmental protection. Some 40% of the route is yet to be examined. If the project does proceed, I now believe that the only way to mitigate properly the damage to the AONB is to fully tunnel the whole area. The demand for longer tunnelling through the AONB was the most frequently raised concern in the responses to the environmental statement, with more than 8,000 people raising it as an issue. The line will already have a devastating impact on the AONB, including destroying 10.2 hectares of irreplaceable ancient woodland, as well as communities such as South Heath and Wendover.

My right hon. Friend the Member for Aylesbury and I have worked together on considering HS2 and the long tunnelling option. He has said to me that if he is not satisfied with the arrangements for mitigation of the AONB and compensation, particularly where Dunsmore, Wendover Dean and Wendover are concerned, he will join me in the Lobby and vote against the project on Report and Third Reading. As it stands, Buckinghamshire will take all the pain and have no gain. My right hon. and learned Friend the Member for Beaconsfield has constituents in Denham who remain entirely unpersuaded by the arguments put forward both in respect of the generality of the proposal for HS2 and of the detail. The impact of the Colne valley viaduct travelling through a site of special scientific interest, with no details on how the noise will impact on the local community, is a source of real anxiety. His constituents have argued for further tunnelling under the Colne. It is important to remember that the voices of our Buckinghamshire colleagues in Government are as equally important as the voices of Back Benchers, if not more so. I want allies inside the Government, as well as on the Back Benches, as we scrutinise this project.

On compensation, we have had no fewer than five consultations and still those people whose homes and livelihoods have been devastated by HS2 have had to wait for over four years for the final compensation scheme to be announced. The eventual compensation announcement on 9 April was not popular. I know that the concerns are shared by Mr Speaker. He believes that the fact there is no provision for homeowners whose properties are further than 300 metres from the line but who have seen their property fall in value as a result, is unacceptable and so do I.

[Mr Cash]

Will my right hon. Friend give way?

[Mrs Gillan]

I am sorry.

People blighted by HS2 will not only be negatively affected by the line itself, but by the construction, noise, traffic, impact on our blue light services, decrease in tourism, and the disruption to our waterways; I need not go on. The effect of these has not been explored fully to any adequate degree.

Lastly, what worries me most, and what is in my reasoned amendment, is this: if the project goes ahead, this House should be aware of the risks. Many people are concerned at what I consider to be the wholly deplorable position of the Government in not publishing the Major Projects Authority’s reports into the project. The Information Commissioner is now challenging the veto placed on it by the Government in the courts and maintains that the release of the documents is in the public interest, as do I. The reports rate the project as amber/red, meaning that successful delivery is “in doubt” because of major risks or issues in key areas. The Government expect the support of Members to carry the Bill, so they should be expected to produce this information and make it accessible to Members of this House. All projects carry risk. It is unacceptable that we should not be aware of the risks when we are spending such vast sums of taxpayers’ money.

I will be voting for my reasoned amendment to halt the project and I hope that colleagues will join me in the Lobby. I know that many colleagues will abstain, but I hope that the vote tonight—even though this is David and Goliath and for once Goliath is going to win—will ensure that, as the Bill passes through Committee, our colleagues who are scrutinising it will be able to support the maximum environmental protection and compensation for those communities and people who will be paying the highest price for this project with their homes, businesses and local countryside. They will be gaining none of the benefit. Whoever joins me tonight in the Lobby, I am grateful for their support. I do not expect that we will win the vote, but my goodness we are giving notice to the Government, and any future Government in charge of this project, that it will be scrutinised inch by inch.

--- Later in debate ---

[Mr William Cash (Stone) (Con)]

I am against the proposal locally, nationally, economically and politically. I support the reasoned amendment tabled by my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) and have particular reason to pay tribute to those of my constituents in Swynnerton, Whitmore, Stone and Madeley who have spent an enormous amount of time working together as communities to oppose the proposals, which will affect them in the course of phase 2. It is true to say that we are dealing with phase 1 at this juncture, but the principles also apply to phase 2, because the matter will not be treated completely differently by two separate Bills. Both phases will be treated the same way.

The real question—this a matter not only of principle but of practicality—is that of blight, which is a problem that will affect people into the indefinite future. I have had many meetings with constituents—there have been enormous turnouts of local people—and I cannot recall a single person saying that they are in favour of the proposals. They stretch from one end of the constituency to the other and I am not aware of anybody who has been able to make any serious arguments in favour of them. They see no benefit. I also pay tribute to the HS2 Action Alliance, Joe Rukin and his team and the Country Landowners Association for the considerable assistance they have given over a long period of time.

If the Bill proceeds, the issue of compensation, which is directly connected to that of blight, will be vital. Clause 18 modifies section 10 of the Compulsory Purchase Act 1965, but the problem is that the applicable law—this is relevant to schedule 6 as well—relates to case law on restricted categories with regard to the diminution in the value of land, which is not the real question in all cases. It goes wider than that. Given the significance of the proposal, it is absolutely essential that full compensation should be paid for the full extent of the losses incurred. It is not a question of going through all the arrangements the Government have come up with in relation to phase 1. They have a whole range of different proposals, including an express purchase scheme, a voluntary purchase offer, a “need to sell” scheme, rent back, alternative cash offers and homeowner payment schemes. The Government are struggling to come up with something, but they are not dealing with the real problem.

I am looking at the Secretary of State and I am glad to say that he is looking at me, because that means he is listening. I hope he will continue to listen, because I want the Select Committee to go back to my proposals for a property bond scheme, which I suggested during the course of the previous Bill. I know the Secretary of State thinks that would not work, but I do not agree with him. I urge the Select Committee to give serious consideration to a property bond scheme and not to be taken in by spurious arguments and the Government’s many complicated schemes.

In the final few seconds I have, I will simply say that this is a blight proposal. I do not think that the economic case has been made or that the compensation arrangements are adequate. I urge the Select Committee to give maximum consideration—assuming that it gets to this point—to all the arguments made by lawyers and the petitioners themselves, so that we can achieve something that actually helps people deal with the blight from which they are suffering and which they will continue to suffer unless there is a serious and radical change. I also urge the Secretary of State, yet again, to reconsider the idea of a property bond scheme.