All 2 Jeremy Lefroy contributions to the High Speed Rail (West Midlands-Crewe) Act 2021

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Tue 30th Jan 2018
High Speed Rail (West Midlands - Crewe) Bill
Commons Chamber

2nd reading: House of Commons & Allocation of time motion: House of Commons & Carry-over motion: House of Commons & Money resolution: House of Commons & 2nd reading: House of Commons & Allocation of time motion: House of Commons & Carry-over motion: House of Commons & Money resolution: House of Commons & 2nd reading: House of Commons & Allocation of time motion: House of Commons & Carry-over motion: House of Commons & Money resolution: House of Commons & 2nd reading & 2nd reading: House of Commons & Allocation of time motion & Allocation of time motion: House of Commons & Carry-over motion & Carry-over motion: House of Commons & Money resolution & Money resolution: House of Commons & 2nd reading & Money resolution & Allocation of time motion & Carry-over motion & 2nd reading
Mon 15th Jul 2019
High Speed Rail (West Midlands - Crewe) Bill
Commons Chamber

Report stage & Report stage & 3rd reading & 3rd reading & 3rd reading: House of Commons & Report stage & Report stage: House of Commons

High Speed Rail (West Midlands - Crewe) Bill Debate

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Department: Department for Transport

High Speed Rail (West Midlands - Crewe) Bill

Jeremy Lefroy Excerpts
2nd reading: House of Commons & Allocation of time motion: House of Commons & Carry-over motion: House of Commons & Money resolution: House of Commons & 2nd reading & Allocation of time motion & Carry-over motion & Money resolution
Tuesday 30th January 2018

(6 years, 1 month ago)

Commons Chamber
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Jeremy Lefroy Portrait Jeremy Lefroy (Stafford) (Con)
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I rise to oppose the Second Reading today for reasons very similar to those given by my hon. Friends the Members for Lichfield (Michael Fabricant) and for Stone (Sir William Cash). I echo the words of my hon. Friend the Member for Lichfield—I am not at all opposed to additional rail capacity, or indeed to relatively high-speed rail capacity. The problem with the Bill before us now is that it is capable of pretty much no amendment. Yes, there can be very small adjustments made, but none of them would do anything for my constituents who are hugely affected by this development.

First, I want to talk about why the Bill, and indeed the whole project, is wrong in principle; secondly, about the specific problems that we face in the Stafford constituency; and thirdly about some suggestions for how those problems might be ameliorated. We do not need a 400 km an hour line in the United Kingdom, with the little connectivity that these proposals give us. As my hon. Friend the Member for Lichfield has said, the line is forced to go so straight that it does not take the most appropriate and sensitive route. A line of 250 km to 300 km an hour would have been easily adequate. In fact, it is very unlikely that the trains will ever reach anything more than that.

In my constituency, the line seems to head straight for the villages, and not for the open countryside. It affects four villages directly, and it is adjacent to a fifth. I would welcome any hon. Member who wants to come for a visit to note the impact on this part of the world—in Staffordshire and in the constituency of my hon. Friend the Member for Stone. Lots of alternatives have been put forward. We have already heard about the Arup alternative. There is also the High Speed UK alternative, which provides much better connectivity between 32 prominent cities of the UK. I have looked at it in some detail. I am sure that holes can be picked in it, but those holes will be considerably smaller than the ones that can be picked in the proposals that are before us now. This is the wrong solution to a problem that we undoubtedly have.

Just before people say that this is simply a nimby attitude, I point out that both my hon. Friend the Member for Stone and I have supported an extremely large rail project in our constituencies, which came at some inconvenience to our constituents, but nevertheless we saw the benefit of it. That was the Norton Bridge junction, which has increased speeds on that line, and increased capacity on the west coast main line. Indeed, before I was elected, I supported the proposal of the previous Government on the Stafford bypass, which also had an impact on my constituency.

Barry Sheerman Portrait Mr Barry Sheerman (Huddersfield) (Lab/Co-op)
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I was in Committee upstairs, and came down particularly to hear the hon. Gentleman’s speech. He knows that I passionately oppose HS2. I applaud his opposition, and would love to make the visit to his constituency to see the degradation, because £100 billion of expenditure should go not on this, but on a decent railway service across the north of England.

Jeremy Lefroy Portrait Jeremy Lefroy
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I am most grateful to the hon. Gentleman. He is welcome to visit my constituency; we will make an arrangement. He will see the beautiful countryside of the upper Trent Valley, and I am sure that my hon. Friend the Member for Stone would also show him across Swynnerton Park and up towards Madeley, so that he can see the effect of the line on those areas.

The business case is another reason I believe this is the wrong project. We have heard from other hon. Members, including my hon. Friend the Member for Isle of Wight (Mr Seely), that the business case is not particularly compelling. In fact, our former colleague and former Chair of the Treasury Committee, Andrew Tyrie, said that HS2

“has the weakest economic case of all projects”

within the infrastructure programme. As has been mentioned, there is a hole in the business case. That is, there is no business case that I can see for the continuation of the existing west coast main line without the revenue from the high-speed services that currently use it and generate most of its revenue. How will that line be maintained? Will it be maintained purely with the revenue from local and regional services, on which prices can be extremely low? Will that generate enough revenue? Alternatively, will it be maintained using revenue from freight services? I do not know, but there is not a business case. I have asked for it and it has not been provided. I urge the Government—particularly if they are about to put out to tender for the package of HS2 and the west coast main line—to insist that we have a proper business case for the entire package, not simply for HS2.

William Cash Portrait Sir William Cash
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Does my hon. Friend agree that this has all the hallmarks of a vanity project and that that is why there is not a proper business case? To a certain extent, that answers his question.

Jeremy Lefroy Portrait Jeremy Lefroy
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Well, I am not sure that it is a vanity project because, if constructed, it certainly will bring benefits to the country, although probably at much more expense than it should and at a huge cost to our constituents. When I challenged a very senior person who has been involved in this project in the past, they said, “Well, actually, it’s gone too far. We wouldn’t have started it here but we have gone too far.” The west coast main line was started, I think, in the 1850s—possibly even earlier—so this project will last for 200 years. What is a few years to get this right and to put it in the right place? I shall return to that point.

On the problems, let me start with the problems for people because people are the most important. I get pretty frustrated when HS2 staff come around to count bats. Yes, bats have importance, but my constituents are more important. HS2 is prepared to spend an awful lot of time and money counting bats and various other things, but not talking to my constituents. I have constituents who have waited for a visit for a year. These constituents have dairy farms, and HS2 wants to take 100 acres away from their farm, which would make a dairy farm unviable. Only last week, a constituent of mine suddenly received a letter from HS2 indicating that his entire property was needed, when it had previously only needed a very small part. I have a strong objection to the uncertainty and inefficiency with which my constituents have been handled. That is not to criticise every single employee of HS2. I have met some extremely good ones. There have been some who I would praise for their work, but there have been others who, I am afraid, have fallen short.

Cheryl Gillan Portrait Dame Cheryl Gillan
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I do not entirely agree with my hon. Friend that bats have no importance whatever, but I do agree with him that people are important. He may actually experience what I experienced in my constituency, whereby HS2 implied and said that it was going to take a property and then decided that it was not going to take it, which can also have severe implications for businesses affected in that fashion.

Jeremy Lefroy Portrait Jeremy Lefroy
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I entirely agree. I apologise if I gave the impression that I do not care about bats at all, but I care about my constituents a little bit more. There are also the issues of the slow process, the lack of engagement, totally unnecessary arguments over valuations and a lack of knowledge. For example, one constituent of mine was not aware of what was going on. He sold the property after the line was announced and made a huge loss, but was then unable to claim for that loss because he was told that he should have gone through the process. This elderly gentleman was basically robbed of tens of thousands of pounds simply because he did not quite understand the system. Will the Minister see whether there is some way that we can get compensation for my constituent, who deserves it? I have constituents, an elderly couple, whose property is going to be boxed in by the works on HS2—literally boxed in. Yet, as things stand, they are not going to be allowed to sell their house to HS2, for reasons I fail to understand.

Then there is the impact on communities and the environment. The line runs adjacent to Great Haywood. It goes through Ingestre, Hopton, Marston and Yarlet. These are mainly old and ancient villages with strong communities. Hopton has lost a lot of its population already because people have moved out. There is not the community there that there was, because HS2, although it is renting out to people some of the properties that have been sold to it, is not doing so quickly. Naturally, the people who are coming in, perhaps for the short term, are not able to join in the community as much as others would.

William Cash Portrait Sir William Cash
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Does my hon. Friend recall the impact that this will also have on Yarlet School, which is a very serious problem for those who have this fantastically good school and the facilities that go with it?

Jeremy Lefroy Portrait Jeremy Lefroy
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I do indeed. The line goes pretty much straight through Yarlet School, and not only that but through Yarlet wood, which is one of our ancient woodlands. I think it is even noted in the Domesday Book, so it is the best part of 1,000 years old.

Another very important part of Staffordshire life that the line goes straight through, or almost straight through, is Staffordshire showground, which hosts not just the county show but hundreds of other events every year, with probably the best part of 300,000 or 400,000 people attending. It is a very important employer and economic entity within my constituency.

The line goes very close to Shugborough. The irony of this is that when the west coast main line was put through Shugborough in the 19th century, the Earl of Lichfield persuaded the railway company to build a cut-and-cover tunnel through Shugborough, which one still sees when going on the main line up to Liverpool. We have been unable to persuade HS2 to provide such tunnelling for my constituents. Clearly, where the railways would listen to the Earl of Lichfield 150 years ago and more, they do not listen to the ordinary people today who would like to have some protection from this line. The line also goes pretty much straight through the beautiful Ingestre and Tixall parklands and landscapes.

The next issue is transport infrastructure. The line cuts straight across several major roads, including the A51, the A518, the A34 and the M6, and goes over the west coast main line. As far as I can see, HS2 and Highways England do not seem to have a plan on how to manage the inevitable disruption to local, regional, and indeed national transport that is going to be caused. I hope they do have one, because the M6 must be, if not the busiest motorway in Europe, then one of the busiest, and the A34 is a kind of relief road for the M6. If both of those are going to be disrupted, particularly if it happens at the same time, the consequences for the regional and national economy, right up to Scotland, will be quite substantial.

Another problem is connectivity after HS2. Clearly, connectivity from Stafford will be better. There will be a faster journey from Stafford to London than at present. It is already an extremely good and fast journey—nobody has complained to me about it in the past—and it will, I admit, be a few minutes faster. Northbound, we are really concerned about connectivity, because we understand that the trains through Stafford and Stoke will end at Macclesfield. I have nothing against Macclesfield; in fact, it is a wonderful town. However, most of the time my constituents tend to prefer to go further to Manchester and Liverpool rather than to stop at Macclesfield. As I say, I have nothing against Macclesfield.

The next problem is the impact on businesses. Last week, I heard from a business that received, out of the blue, a letter saying, “We want all your land.” This business employs a large number of people in a rural area; it is possibly the biggest employer in that area. Yet suddenly, with literally no notice, we are suddenly told that HS2 needs the entire plot that it is working from, without any alternative.

Barry Sheerman Portrait Mr Sheerman
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I rarely agree with the hon. Member for Stone (Sir William Cash), but I do in this case, about this being a vanity project. Does the hon. Gentleman accept that this is not really about connectivity or helping local industry? As he says, it will damage local industry. The French experience already shows that it does not liberate and rejuvenate the provincial cities and towns. It actually drains even more power and influence down to London and the metropolitan area around the south-east.

Jeremy Lefroy Portrait Jeremy Lefroy
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I largely agree with the hon. Gentleman. I fear that that will be the case unless, as speakers both in favour and against have said, connectivity is taken much more seriously. I urge Ministers to look at the proposals of High Speed UK, even if they do not like those proposals, because it has some extremely important points to make about connectivity for other major cities in the UK.

If the line goes ahead—it seems there is a majority in the House at the moment for it, but that may change— I would like to make some proposals. First, for my constituents and my colleagues’ constituents, we must employ full-time sympathetic and responsive liaison officers who work together with businesses and constituents to ensure that problems are dealt with quickly, efficiently and compassionately. We must also give additional support to local health services. Quite a large number of my constituents have found this a very difficult time and have needed additional support, particularly with their mental health, and local surgeries have not necessarily had the resources to provide that.

It is very important that local people see that there are local jobs in this, and that people are not just brought in. Obviously we need the right skills, but as far as possible, local businesses and local people must be employed.

On the issue of mitigation, I urge the Minister, who I welcome to her position and congratulate on her appointment, to look at more tunnelling, particularly in the area of the Staffordshire showground, Hopton, Marston and Yarlet. I think it is possible. A green tunnel was proposed for Hopton, but it was removed on spurious grounds, or at least grounds that could have been overcome.

I ask the Minister to ensure that we have full planning well in advance for local, regional and national transport, including additional roads. I suggest a link between the A34 and junction 13, just as we have a link between the A34 and junctions 14 and 15. The very long viaduct at Great Haywood must be of outstanding design and faced with traditional stone or brick. I also suggest that the bridge constructed over the M6 for the railway or at least the supports for it should be put in place when the M6 is widened between junctions 13 and 15, rather than having to close the motorway for two separate civil works.

In conclusion, I would rather the Government paused, rethought and built for the whole country, with much better connectivity than this proposal gives us. If this goes ahead, at least for the time being, I ask that all the mitigations that my colleagues and I have put forward be taken seriously, because to date, they have not been.

None Portrait Several hon. Members rose—
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High Speed Rail (West Midlands - Crewe) Bill Debate

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Department: Department for Transport

High Speed Rail (West Midlands - Crewe) Bill

Jeremy Lefroy Excerpts
Report stage & 3rd reading & 3rd reading: House of Commons & Report stage: House of Commons
Monday 15th July 2019

(4 years, 8 months ago)

Commons Chamber
Read Full debate High Speed Rail (West Midlands-Crewe) Act 2021 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Consideration of Bill Amendments as at 15 July 2019 - (15 Jul 2019)
Cost is another issue of monumental importance. I do not need to go into it all now—I made my case in a nutshell in the Westminster Hall debate I secured on this issue—but I would be grateful if the Minister could give us a clearer indication on cost, to unravel the mysteries of the continuous failure to be able to give an accurate idea as to what the project will actually involve.
Jeremy Lefroy Portrait Jeremy Lefroy (Stafford) (Con)
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We started off with a figure of about £35 billion or £36 billion. The latest figure is somewhere around £55 billion. My hon. Friend and I have seen credible estimates upwards of £80 billion. Should the House not know what it is actually voting for tonight? How much will it be?

William Cash Portrait Sir William Cash
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I absolutely agree with my hon. Friend—a real friend, quite apart from being an hon. Friend—and I would add that we only have to look at clause 61 to realise the financial implications and how costs will be dealt with. There is talk about the overall cost being about £51 billion—there has been an upgrade in the amount of money intended to be applied to this part of the proposal. We cannot separate out the cost of distance between London and Birmingham, and then leave out Birmingham to the ultimate destination. The reality is that we are faced with a proposal under the Bill that is excessive in its totality and unjustified in the unbelievable havoc it will cause my constituents.

The other point I would make on new clause 2 relates to the compensation scheme for tenants, an idea I put forward on a number of occasions. There is no doubt that a huge number of people will be adversely affected by the scheduled works. It is not just tenants who will be affected but property owners. They will be severely damaged. Many of my constituents have been put under the most incredible stress and anxiety. There have been suggestions that some people, elderly people in particular, have been under such intense stress that they have died prematurely.

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John Redwood Portrait John Redwood
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My worry about the Labour new clauses is that they will not achieve the objective that Labour seems to think they will achieve. The truth is that, with the legislation already in place and the likely passage this evening of the High Speed Rail (West Midlands - Crewe) Bill, all the legal powers are there to proceed with the scheme as originally designed. As the contracts are settled, the scope for any fundamental changes arising from a review is either limited or non-existent. As the project develops, there is less and less scope to make any changes to it.

I speak as someone who, when we were first faced with the decision about HS2, decided that it was not the right project. I fully share the ambition of practically everybody in this House that we need an even more successful northern powerhouse and better transport and connectivity throughout those northern cities and towns. As someone who represents a very fast-growing and hard-pressed area of the country, just outside London, I would love to see an even more effective counter-magnet to London elsewhere in the country to pick up some of that growth and some of that prosperity, because we have the difficulties of managing so many people coming in and so many people moving around on transport systems that are woefully inadequate for the task. I share the ambition for the northern powerhouse, but I accept that a decision has already been made in principle, that a lot of money has now been committed and that various works have been undertaken in the name of the project, so it would become more and more difficult to make fundamental change or to think about cancellation.

As it happens, I think that there will be another decision taken quite shortly about this mighty project, because the very likely next Prime Minister has said that he wishes to review it and to think about it again, and I wish him every success with that. It would be a very difficult task, and it would need to be done with reasonable speed. Given that we have committed so much and that there is some reasonable merit in the project, he may conclude that he wishes to go on with it. If he were to make a more fundamental decision, all that we are talking about this afternoon in this House is a waste of time, because, clearly, the project will be cancelled and everything else will lapse.

I work on the assumption that, after review, the new Prime Minister may continue with the project, and that we are in the business of trying to mitigate the difficulties and damages. My colleagues who represent constituencies who are very badly affected by this project deserve special treatment over how it can be ameliorated and improved and how compensation can be paid and businesses dealt with.

Certainly, we need transparency. I am very grateful to my hon. Friend the Member for Eddisbury (Antoinette Sandbach) for raising the issue. I want to hear from the Minister about what is going to be done on transparency, so that those who are most adversely affected, should the project go ahead in full, are able to see why the decisions are being made and also have access to the information that they need to get proper compensation.

I myself will not be voting for the Labour amendments, because they simply do not bring any advantage either to those who support the project in full or those who have the problems of handling the disadvantages of the project in their constituencies. I do not see how a further review suddenly will make this a better run project. If the project goes forward, this Minister and any future Minister will have to deal with how the costs will be controlled, how the works will be carried out in a speedy manner and to a high quality with safe standards for the workforce, and how the impact of those works can be minimised on those most affected by them as they go ahead. These remain continuing management problems. An additional independent review is not going to solve any of that. We are now getting to the point where it needs individual management solutions. It is about managers on the ground, how contracts are handled on the ground, and the extent to which Ministers can and should have proper oversight of those contracts, given their commercial nature and given the technical expertise of those actually running the project.

I do not see how an independent review can help at all. I do not believe that any serious change could result from it, because the contracts will be let, and we will be told that the contractors have to get on with it. There does remain the issue of whether a new Prime Minister wishes to reopen the whole question, but assuming that he does not we will need proper answers from Ministers about what action they have taken to control the costs, improve the quality and deal with safety, and about how much power they will have in future, given the commercial nature of the operation.

Jeremy Lefroy Portrait Jeremy Lefroy
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I am generally very supportive of additional high-speed capacity between London, the north-east, the north-west and Scotland, but I have consistently opposed HS2 and the plans for it because this is not the right way to go about it. It is not a question of whether or not my constituency is affected; I would be happy to see a sensible route through my constituency. I and my hon. Friend the Member for Stone (Sir William Cash) were quite happy to see the very large Norton Bridge junction project in our constituencies, because although it caused quite a lot of disruption, we could see the benefit for the west coast main line—for improving capacity and for increasing speeds to the benefit of everybody. He and I and other colleagues do not see such benefits from HS2 as a whole. However, I personally would like to see a different design and lower maximum speeds—not the 400 km per hour that is projected but something more sensible between 250 km and 300 km per hour. That would allow for a route that is not straight as an arrow, but that has some bends in it that could avoid the villages in my constituency. That kind of route, which would also be more consistent with the kind of trains that we currently have running on the west coast main line, would be infinitely preferable to what we have at the moment. Unlike to my right hon. Friend the Member for Wokingham (John Redwood) whom I greatly respect on this matter, I do not think that it is too late to think again about some changes that would make this or a similar project more acceptable to my constituents.

I will support new clauses 1 and 2, certainly, and new clause 5. My hon. Friend the Member for Eddisbury (Antoinette Sandbach) has already eloquently set out the reasons why we should support new clause 5, and I will certainly do so.

John Redwood Portrait John Redwood
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I stress that I do not want to stop my hon. Friend getting a better deal for his constituents; I wish him every success in doing that. I was saying that once the contracts had been signed for this project, he will not be able to get change.

Jeremy Lefroy Portrait Jeremy Lefroy
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My right hon. Friend is absolutely right. I am not a believer in breaking contracts if contracts have been signed and if they do not have get-out clauses. I would strongly recommend that we put in get-out clauses, because there will be massive changes over the coming months and years. I accept, however, that once a decision has been taken by this House, if we are in a minority, we are in a minority and it will go ahead. I am just flagging up some of the problems that may be encountered in the future.

In respect of new clause 1, I welcome the quarterly reports. This is a very sensible approach and it is something that has been lacking. We have had intermittent reports from HS2 to constituency MPs who have been affected. We have had the occasional statement from the Minister—and I welcome the work that the current Minister and indeed previous Ministers have done to keep us informed—but what we have not had is an honest assessment of the cost of this project. We were told originally that it was in the £30 billion to £35 billion range, and then a Minister came forward a few years ago and said that it was going to be about £56 billion, but since then we have had nothing. They have stuck to the figure, and what we are being asked as a House today is to vote on a figure that I simply do not believe.

The figures I have seen, calculated by experts in the field, indicate that the cost will be in the region of £80 billion. I have heard it might be more, but let us stick at £80 billion. This House is being asked to agree today to a not insignificant part of a project for which we do not have an accurate cost estimate, and which could be as much as £24 billion a year more. I agree that this is a capital rather than a revenue project, but that is two thirds of what we spend on defence every year; that is an enormous sum of money about which we are not being given any indication. If these estimates are wrong, let the Minister come forward and say that they are wrong and prove that they are wrong. Of course estimates are estimates, and we know that we cannot pin them down to the last million or so pounds, but it is possible to try to disprove the credible figures that have been put in the public domain, and so far they have not been disproved.

John Redwood Portrait John Redwood
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Does my hon. Friend agree that there could be massive revenue losses once the railway is up and running, because if it turns out that the number of seats provided is greatly in excess of demand, which some people think will be the case, there will be heavy discounts and lots of empty seats, and therefore a very major demand for a taxpayer subsidy?

Jeremy Lefroy Portrait Jeremy Lefroy
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As so often, my right hon. Friend is absolutely right, and what has also not been forthcoming is a proper business case. We have had the business case for HS2, but we have not had—I have asked for this time and again—a business case for the remnant west coast main line, which will still be a much larger transport network than HS2. We are told that there will be freight on it, and it is good that there will be additional freight, but freight is a very competitive market and will not replace the extremely lucrative premium revenues that come from high-speed trains.

What we will be left with on the west coast main line, which is absolutely vital for my constituency and those of my hon. Friends the Members for Lichfield (Michael Fabricant) and for Stone (Sir William Cash) and so many others, is a line which takes freight, which of course is heavy and causes extra maintenance, and with suburban and stopping services such as the London Northwestern Railway. That is an excellent service and I use it frequently, but I often pay £15 or £20 for a single ticket from London to Stafford. I welcome that, but it is not possible to run a proper, profitable railway on income like that. What it relies on of course is the incredibly expensive £106 or £108 single peak fare from Stafford to London—my hon. Friend the Member for Lichfield will probably be able to quote the figure from Lichfield. These are the fares that pay for the railway at the moment.

Michael Fabricant Portrait Michael Fabricant
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Does my hon. Friend share my concern that—I do not know whether this is because of HS2 or not—at present the Department for Transport has no plans for the replacement of the ageing Pendolino fleet?

Jeremy Lefroy Portrait Jeremy Lefroy
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Yes, I do. I think the Pendolino fleet, introduced by a previous Labour Government, has done a great job, and I am therefore very disappointed that Virgin Trains and Stagecoach are not going to be involved in the next phase of this service. In the nine years in which I have had the honour to represent my constituents in this House, I have used that service between two and four times a week, and it has been late a handful of times. It is an excellent and reliable service; others may have had different experiences, but that is my experience over the past nine years.

William Cash Portrait Sir William Cash
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I am glad to confirm everything my hon. Friend has said, but I am a little puzzled that he left new clause 4 out of the list of amendments on which he was intending to cast a vote. I wonder if he could throw any light on that: is it because of the point that I and others have made about the report coming into effect only after the Act has received Royal Assent, or is it because of something else? Most of the measures in new clause 4(2) would give rise to the business case my hon. Friend is calling for, and with which I agree.

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Jeremy Lefroy Portrait Jeremy Lefroy
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I listened carefully to what my hon. Friend and the hon. Member for York Central (Rachael Maskell) said, and in principle I support the proposal, but I also recognise the points made about the fact that a review is needed now rather than in a year’s time or a year after Royal Assent, which of course will not come until a few months after their lordships have considered the Bill.

I say to the Minister, for whom I have great regard, that there should be a proper business case for the west coast main line post the introduction of HS2. Although I do not know the east coast main line or the line out of King’s Cross nearly as well, similar questions about the loss of premium fares might apply to it, although I recognise that the geography and the areas served are slightly different.

Lee Rowley Portrait Lee Rowley (North East Derbyshire) (Con)
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My hon. Friend is making a very important point, although I am not convinced that the new clause is the right way forward. He talks about business cases, and my concern is that there are indirect impacts that should also be considered. For example in my constituency, on the midland main line, there will be an impact on the Chesterfield Canal Trust’s attempt to regenerate our area; that has been held up now for nearly six years because we cannot get a guarantee from HS2 that it will not be impacted. Those kinds of costs must also be considered.

Jeremy Lefroy Portrait Jeremy Lefroy
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My hon. Friend is absolutely right, and I will come on to such matters in a moment. He makes a very important point about the eastern side of the network, which is absolutely vital; we are obviously concentrating today on the west midlands to Crewe line, but we will come to that area later this year or next year.

Finally on this matter, I ask for my point to be seriously taken into account, because at the moment large subsidies are paid into Network Rail by the operators of the west coast main line, and in my view that will no longer be the case after the introduction of HS2.

Turning to other matters, I have serious concerns about the way in which HS2 has handled two or three areas in my constituency. Ingestre Park golf club has given evidence to the Committee and has been listened to by the Committee; however, it has still not reached an agreement with HS2 over what is going to happen. It is seriously concerned about the impact on the club and its employees—is it still going to exist? I ask the Minister to urge HS2 to reach an agreement as soon as possible with the golf club, as it did with Whittington Health golf club in the constituency of my hon. Friend the Member for Lichfield under phase 1.

I would also like to raise the village of Hopton, which will be grossly affected by HS2 in the phase we are currently considering. It has constantly asked for more mitigation of the impact of the line, which goes pretty much straight through the village. Because of the impact on Hopton it is the village with possibly the highest proportion of houses that HS2 has had to purchase, certainly in this phase. We are asking for more mitigation. I know that the villagers will attempt to petition their lordships about this, but I ask the Minister to instruct HS2 to be more sympathetic than it has been so far to the needs of the village of Hopton.

Michael Fabricant Portrait Michael Fabricant
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The position of Hopton is very similar to that of my own villages, and the problem is exacerbated by the fact that there does not seem to be any co-ordination within HS2 itself. On occasions villagers will get advice from engineers or liaison people from HS2 telling them what route HS2 will take, and then only a week later somebody else from HS2 will give a completely different answer. This only exacerbates the worries of constituents.

Jeremy Lefroy Portrait Jeremy Lefroy
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My hon. Friend is absolutely right, and I have had a number of similar cases. In fact I was about to refer to one involving a constituent of mine who does not mind being mentioned: Mr Jim Prenold has a farm that is bisected by HS2 and has been trying to negotiate a proper solution to the problem caused by HS2. After several years—it is now more than six years since the route was initially published—there is still no solution for Mr Prenold and his family. Again, I urge the Minister to instruct HS2 to sort this out. That can be done very easily and quickly, and with good will.

Let me return to a matter that has an impact on costs and is therefore relevant particularly to new clauses 1 and 4: the whole question of the reuse of soil from the line, about which my hon. Friend the Member for Stone is very knowledgeable. HS2 considers that it can reuse on the line something like 80% of the spoil from cuttings and other excavations. If that is the case, I welcome it, because it would cut down the number of lorry and truck movements required to take away the spoil and to bring in the new spoil needed for embankments and other works. But what we understand—this needs to be proven or disproven—is that the percentage of excavated soil that can be reused on the line is in many cases as low as 20% and possibly even less. Hon. Members can do the maths and understand that we are talking about hundreds of thousands, if not millions, of tonnes of spoil that have to be taken off site because they cannot be used on site, and which then have to be replaced by millions of tonnes of spoil for use on site. That has two major implications: cost, and impact on the transport network in our neck of the woods.

If my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) were here, he would refer to junction 15 of the M6, which is already one of the most difficult junctions on the motorway network and needs to be remodelled. The number of truck movements through that junction will increase enormously if the figures about the use of spoil that are built into the provisions of this phase are not correct. The A51/A34 Stone roundabout would also be affected, because it is directly on one of the routes used by vehicles, as would many other parts of my constituency and the constituencies of my hon. Friends the Members for Stone and for Stoke-on-Trent South and the hon. Members for Stoke-on-Trent Central (Gareth Snell) and for Newcastle-under-Lyme (Paul Farrelly).

Geoffrey Clifton-Brown Portrait Sir Geoffrey Clifton-Brown (The Cotswolds) (Con)
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May I take my hon. Friend back to his remarks about his constituent’s farming problem? When I was on the High Speed Rail (London – West Midlands) Bill Committee, we had some problems like this and representatives of the National Farmers Union gave evidence to the Committee. The NFU is constantly in touch with HS2 Ltd. There are well-known valuation techniques for dealing with all the problems relating to land that may be taken; it is just a question of getting HS2 round to actually doing it. May I suggest that if my hon. Friend’s constituent were to contact the NFU, he might get some action?

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Jeremy Lefroy Portrait Jeremy Lefroy
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I am most grateful to my hon. Friend. My office has been in touch with the gentleman in question for many years and we are also in touch with the NFU. I agree that there are many cases in which the course of action that my hon. Friend describes has been successful. The NFU has done a great job, as have local land agents and my constituency office. I particularly want to mention my chief of staff, James Cantrell, who has done a fantastic job on this for many constituents over six years. However, there are unfortunately still too many exceptions to the rule. I do not want to do down HS2’s staff, a lot of whom work very hard and try their best to work for my constituents, but they are often frustrated by decisions higher up that do not give them the latitude to make sensible decisions locally on behalf of my constituents.

Geoffrey Clifton-Brown Portrait Sir Geoffrey Clifton-Brown
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I am grateful to my hon. Friend for giving way again. On the Committee, we also found that cases tended to get resolved much quicker when a Member of Parliament got involved on behalf of a constituent. I say to the Minister, who I hope is listening, that HS2 should have sufficient staff that it should not be necessary for a Member of Parliament to get involved in every single individual case, whether it involves the taking of a house, a bit of a farm or whatever. Unfortunately, it is all too often necessary for a Member of Parliament to get involved, as my hon. Friend has demonstrated with his examples.

Jeremy Lefroy Portrait Jeremy Lefroy
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My hon. Friend is absolutely right, but sadly we have had to get involved in almost every case, and some cases have taken far too long to resolve partly because of the lack of delegation.

William Cash Portrait Sir William Cash
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Only a few days ago the Stone Railhead Crisis Group, which represents the interests of my constituents around Stone, met the regional director of Highways England and discovered that there are some very serious problems for Highways England at both Hanchurch and the proposed HS2 junction at Yarnfield Lane that really require re-evaluation, which I intend to go into a bit on Third Reading. Is my hon. Friend aware of those conversations and the fact that Highways England is in fact very concerned indeed about the situation?

Jeremy Lefroy Portrait Jeremy Lefroy
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I am most grateful to my hon. Friend for making that point. I did in fact refer to junction 15, which is also known as the Hanchurch junction. It is actually a series of junctions that are critical to the national road network, not just the local road network. Junction 15 is one of the most difficult and congested junctions on the motorway network because of the topography of the area, and it finds it difficult to handle the current amount of traffic, let alone the vastly increased amount that there will be under phase 2a of HS2.

Michael Fabricant Portrait Michael Fabricant
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Mr Deputy Speaker, you will know that I am not a controversial person. Far be it from me for one moment to cause any internecine warfare between my two great friends on the Back Benches, my hon. Friends the Members for Stafford (Jeremy Lefroy) and for The Cotswolds (Sir Geoffrey Clifton-Brown), but I am afraid that I am going to have to take the side of my hon. Friend the Member for Stafford on the case of the NFU. I have been involved both with phase 1 and phase 2a. My staff and I personally have been involved in trying to get people to meet HS2 and to have meetings with the NFU and HS2; it just does not often happen. HS2 has seen a huge turnover of staff, including managing directors and chairmen, so trying to get any form of co-ordination between one lot of HS2 people and another lot—let alone their meeting at the NFU locally—is often impossible. Does my hon. Friend agree?

Lindsay Hoyle Portrait Mr Deputy Speaker (Sir Lindsay Hoyle)
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And that is from a non-controversial Member.

Jeremy Lefroy Portrait Jeremy Lefroy
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Sadly, I have to agree that what my hon. Friend says is sometimes the case, but I would hope that with the Minister’s intervention—she has been kind to intervene in a number of cases—matters will speed up.

Given that the Chair of High Speed Rail (West Midlands - Crewe) Bill Committee, my hon. Friend the Member for Rochford and Southend East (James Duddridge), is in the House, let me just say that it has been remarkable how some matters have been settled just when they were about to go to his Committee. It is therefore a matter not just of an MP getting involved, but sometimes of an issue actually coming before the Committee. That should not be the case. Common sense should prevail; getting common-sense matters put in place should not depend on pressure from a Member of Parliament or the Committee.

I am most grateful for the forbearance of hon. Members, but there are several very important matters that the House needs to be aware of and which I have tried to summarise. The first is the overall cost, about which we need the Government and HS2 to be honest with the House. The second is the question of the use and reuse of the spoil from the railway, another matter about which HS2 needs to be frank and honest with the House because of the consequences for the transport network and costs. The third is a plea that HS2 is open and transparent with all those affected, that it deals with things on the spot and that it delegates authority to its staff on the ground so that decisions can be made without the great distress that has been caused to so many of my constituents.

Fiona Bruce Portrait Fiona Bruce (Congleton) (Con)
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I thank you for allowing me to speak in the debate, Mr Deputy Speaker, because it gives me an opportunity to put on record my views and those of many of my constituents regarding HS2.

I have never voted for any motion relating to HS2 in the House, over many years, and that will be my consistent position today. That is why I will not even be voting for any of the amendments or for the Bill in due course. I cannot condone any expenditure in relation to this project, and I do not believe that the further reviews and reports proposed in new clauses 1 and 4 will do anything other than reinforce my view and that of so many of my constituents that the business case for HS2 has simply not been made.

It is a hugely expensive project. It will not proportionately benefit my constituents, who time and again say to me that the huge amount of money involved would be much better spent on improving local transport services, whether it is the cycleways; the bus services, which have been reduced and need reinstating, particularly for the elderly; a bypass for Holmes Chapel; or better facilities at Sandbach station.

I need hardly mention the catalogue of concerns about local rail services that have been brought to my attention. I held a surgery a little while ago at Congleton railway station, and almost 40 constituents turned up to express their concerns about local rail services. They want to see better local rail services. That is a particular concern. If money is going to be invested in some form of Crewe hub, that will simply not be of benefit to my constituents unless there are appropriate local rail services fanning out from Crewe to Alsager, Congleton, Sandbach and Middlewich. That assessment needs to be done. I find myself in agreement with the right hon. Member for Normanton, Pontefract and Castleford (Yvette Cooper), who said that we need an assessment of the benefit of these proposals to local towns, not just cities. That is what my constituents have been saying for many years—what is the benefit to them?

I am entirely in agreement with many of the comments made by my hon. Friend the Member for Stafford (Jeremy Lefroy), in particular regarding the current west coast main line. We need a proper business case for what will happen post-HS2 for the west coast main line. I use it every week, and I know that I am not alone among my constituents in thinking that the service currently supplied by Virgin is perfectly satisfactory. My constituents cannot understand why there is a need for them to contribute to the huge expense of HS2, particularly as only a tiny proportion of them are likely to use it.

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Nusrat Ghani Portrait Ms Ghani
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The people I mentioned have all made it very clear that they do not think it is a waste of money. I can confirm for my hon. Friend and others that there is only one budget for HS2, and it is £55.7 billion. The bit we are talking about today, phase 2a, is £3.5 billion. The benefit-cost ratio is £2.30 for every £1 spent. There will always be people—we have heard some today—who will never support the project because of its impact in their constituencies, but we must not deny the positive impact it will have on the whole of our country.

I want to take a moment to refer to some of the contributions to the debate before I get to the new clauses. I know that hon. Members will be listening very closely to the words I use. My hon. Friend the Member for Stafford (Jeremy Lefroy) has been an incredibly passionate advocate for his constituency. I wanted to mention his staff member who has spent years dealing with constituent complaints, but I forgot his name.

Jeremy Lefroy Portrait Jeremy Lefroy
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His name is James Cantrell. I am sure his situation is the same as that of staff in many other colleagues’ constituency offices.

Nusrat Ghani Portrait Ms Ghani
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I want to put on the record my thanks to James for doing such fantastic work. My hon. Friend raised an important point. It should not be up to Members and their staff to continually liaise between HS2 and their constituents. It is HS2’s job to ensure that the community engagement is appropriate and done with humility and that cases are dealt with swiftly.

My hon. Friend once again challenged the budget. As I said, it is £55.7 billion. It is the job not only of the Department but of the chairman and the CEO to keep budgets tight. He also talked about spoil and its impact on traffic in his constituency. It is expected that 92% of excavated material generated by phase 2A will be used across the HS2 route and that 4% will be directed to local placement along the route. I am more than happy to meet him again to go through his issues and will make sure that Highways England is in the room as well. He mentioned three cases—the golf club, Hopton and Hanchurch. I have an update on all three and am more than happy to put them in writing to save time on the Floor of the House. If he wishes to meet, I can also provide him with an update then, but progress is being made. I understand from my notes that they are more or less satisfied with the arrangements made with HS2.

I welcome the support of my hon. Friend the Member for Copeland (Trudy Harrison). I agree about the transformative nature of public transport and its impact on national prosperity, which is why we are making such a significant investment in our railways. I remind her, because I know it is incredibly important to Copeland, that there will be more than £2.9 billion of trans-Pennine rail upgrades—the single biggest project commitment in control period 6.

My hon. Friend the Member for Congleton (Fiona Bruce) asked repeatedly what HS2 would do for her constituency. At its peak, there will be more than 300,000 people travelling daily on this line. It will connect eight of our top 10 cities. Two technical colleges are already in place to make sure that our youngsters and older people who want to reskill have a job for life. It will connect our country. I completely understand, as a constituency Member, how Members should and must fight for the best deal for their constituents, but this will be a transformative project. All the cases raised today by Members on both sides of the House of where HS2 Ltd is not acting as swiftly as it could be have been put on the record, and I will do my best to take forward any cases that remain undealt with.

I hesitate to respond to my hon. Friend the Member for Lichfield (Michael Fabricant) in case he makes a passionate intervention, but I cannot see him in the Chamber. No doubt he will come back in. I thank the hon. Member for Crewe and Nantwich (Laura Smith) for her support for the Bill. She referred to businesses. There are 2,000 businesses already involved on the line and 9,000 people working on the line, and 98% of the businesses involved in HS2 are small and medium-sized enterprises.[Official Report, 16 July 2019, Vol. 663, c. 8MC.] I have personally tasked HS2 with making sure that it makes it an easier process for smaller businesses to bid for projects. I want this project to transform not just large but small businesses, making it easier for them to pitch for work.

The right hon. Member for Normanton, Pontefract and Castleford (Yvette Cooper) spoke about investment in the north. I was lucky enough to be in the Chamber earlier with the Rail Minister, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), and I can confirm that we are investing more than £40 billion in our existing network. Network Rail estimates that about 100 cities and towns could benefit from new or improved rail connections as a result of HS2. As some of the passionate speakers have noted today, it is not an either/or project; we need HS2 as well as continued investment in our rail and road network.

I do not see my hon. Friend the Member for Stone (Sir William Cash) in the Chamber, so I will move on. As I am running out of time, I will now deal with the new clauses. I welcomed what the hon. Member for York Central (Rachael Maskell) said about new clause 1, but I do not recognise the need for quarterly reporting. I think that once I have explained why, she will agree with me.

Let me first say something about the environment. The project is already bound not to exceed the likely significant environmental effects that were assessed and reported to Parliament. The environmental statement clearly sets out our approach to the monitoring, reporting and mitigation of environmental impacts during the construction of the phase 2a scheme, and follows industry best practice. Most important, the monitoring and reporting of individual environmental impacts must be tailored to the impacts in question. During phase 1 we are already publishing monthly and annual reports setting out compliance with air quality and dust commitments, and similar monthly reports on noise and vibration impacts are published.

Subject to Royal Assent, local environmental and management plans will be developed for each local authority along the phase 2a route. They will explain how the scheme will adapt to and deliver the required environmental and community protection measures in each local authority area. If we make a decision here today, we will tie the hands of local authorities, which will not be able to engage in important discussions. We should not, here in London, impose something separate and arbitrary that may not be locally appropriate. When authorities have those conversations with HS2 Ltd, they can make arrangements to receive monthly reports.

Contractors working for HS2 Ltd will be required to comply with the measures in the local environmental management plans in order to meet the environmental minimum requirements. HS2 Ltd will also consult statutory agencies and independent experts, such as the HS2 ecological review group, which will advise on the monitoring regime and report impacts on ecology and biodiversity. The hon. Lady said a lot about the need for local engagement, local empowerment and monthly reports. All that can and will take place if we allow it to happen, as it has in relation to other parts of the line. She may not have been aware that that was happening, but I think she will agree that if we accept her new clause we will not only increase costs, but create an unintended consequence whereby local authorities will lose their monthly reporting.

New clause 2 proposes a compensation scheme for tenants. We discussed that in the Public Bill Committee on 25 June, when I responded to a similar proposal. As I said then, the starting point is that the land compensation code does not shut out those who hold land, whatever the duration of their tenancies. It does not bar them from compensation. We have a responsibility to be absolutely accurate when we are talking about policies and the support that is provided. We may make people even more nervous about coming forward if they do not know what measures are available.

Most types of tenancy are already provided for under existing compensation, if they are impacted by the scheme. When they are not, the Government can use their flexible, non-statutory compensation arrangements to provide support where appropriate in a typical case, which is the category into which most of these cases will fall. The amount of compensation payable is set by the Ministry of Housing, Communities and Local Government. It applies to all Government-led infrastructure projects, and not just to HS2. Those arrangements have been debated, agreed and set by Parliament, together with a vast body of case law on the subject.

The hon. Lady may not be aware that HS2 Ltd has published a useful information note—“C15: guide to compensation for short term residential tenants”—which covers atypical cases. I am more than happy to sit down with her and explain it. I am also more than happy to ensure that, if necessary, the position is communicated to local community engagement forums as effectively as possible. I have previously hosted events in the House to enable Members on both sides of the House to manage particular scenarios with their constituents.