Transport

Andrew Stephenson Excerpts

Thursday 25th November 2021 Ministerial Corrections

[Andrew Stephenson]

The hon. Lady asks when I will U-turn. We do not intend to U-turn for all the reasons set out in the integrated rail plan. To spend billions of pounds investing in the existing rail route from Manchester to Leeds, and then to spend £18 billion more building a brand-new line, simply did not make economic sense. We will reduce journey times from Bradford to Leeds from about 20 minutes to 11 minutes, and we will continue to work with regional stakeholders to deliver benefits.

[Official Report, 24 November 2021, Vol. 704, c. 367.]

Letter of correction from the Minister of State, Department for Transport, the hon. Member for Pendle (Andrew Stephenson).

An error has been identified in my response to the hon. Member for Bradford West (Naz Shah.

The correct response should have been:

[Andrew Stephenson]

We will reduce journey times from Bradford to Leeds from about 20 minutes to 12 minutes, and we will continue to work with regional stakeholders to deliver benefits.

Points of Order

Andrew Stephenson Excerpts

Wednesday 24th November 2021 Commons Chamber

[Madam Deputy Speaker]

I thank the hon. Lady for her point of order. She is absolutely right to raise this matter. I recollect that the House agreed to the terms of the Humble Address. Mr Speaker would expect the Government to fulfil their obligations under that Humble Address agreed to by the House. I am sure that those on the Government Benches have heard—

[The Minister of State, Department for Transport (Andrew Stephenson)]

indicated assent.

[Madam Deputy Speaker]

I am getting assent on that. I am sure that those on the Government Benches have heard what the hon. Lady very reasonably said. I am quite sure that Mr Speaker will expect the Government to act accordingly and in a timely fashion. If the hon. Lady is still concerned about this matter in a few days’ time and she has not had the action she very reasonably expects, I am quite sure that the Clerks and others will give her advice on how she might pursue the matter in this Chamber.

Transport for the North

Andrew Stephenson Excerpts

Wednesday 24th November 2021 Commons Chamber

[Dame Diana Johnson (Kingston upon Hull North) (Lab)]

(Urgent Question): To ask the Minister to make a statement on the future of Transport for the North.

[The Minister of State, Department for Transport (Andrew Stephenson)]

Transport for the North is a sub-national transport body. Its statutory role, as set out in legislation, is to provide a strategic transport plan for the region and to provide advice to the Secretary of State.

Since 2016, in addition to these statutory responsibilities, Transport for the North has co-cliented the development of Northern Powerhouse Rail alongside the Department for Transport. As this important programme moves into its next, more complex, delivery stage, it is right that we have a single, clear line of accountability to the Secretary of State. This has been an important lesson learned from the delivery of other major infrastructure projects. Therefore, Transport for the North will transition from co-client to co-sponsor, continuing to provide statutory advice and to input on the strategic direction of the programme. The details of this arrangement are currently being worked out between my Department and Transport for the North.

Transport for the North’s advice was carefully considered, alongside a range of other evidence, when developing the integrated rail plan. Any changes to Northern Powerhouse Rail’s delivery does not impact Transport for the North’s statutory function, nor the level of core funding it will receive this financial year to carry out those functions. Nor does it alter the Government’s commitment to levelling up the north or the fact that the integrated rail plan commits £96 billion to improving rail infrastructure across the midlands and the north—the largest single Government investment in the history of British railways.

[Dame Diana Johnson]

I thank Mr Speaker for granting this urgent question and thank the Minister for his response.

Sadly, though, I am far from reassured that cutting Transport for the North’s responsibilities and funding are not just spiteful reprisals for TfN advocating strongly on behalf of the north for a new high-speed, fully electrified Northern Powerhouse Rail and for the eastern leg of HS2. I thought there was broad consensus, informed by Lord Heseltine’s 2012 report, that rail infrastructure investment is a central part of the levelling-up agenda. Levelling up, in turn, was meant to be a central part of the Government’s strategy to increase overall UK economic growth. Treasury rules were meant to have been changed. The Prime Minister has repeatedly promised not one but two high-speed train lines: the eastern leg of HS2, which would have benefited areas to the east of Leeds, including Hull; and Northern Powerhouse Rail. Now regeneration of great cities such as Hull and Bradford will be held back for another 20 years at least, with poor connectivity, slow speeds and inadequate capacity for passengers and freight.

By removing Transport for the North’s responsibility for developing Northern Powerhouse Rail, Ministers reduce scrutiny and accountability and show no interest in working in partnership with the north. So much for devolution. When challenged, Ministers have decided to stop the criticism by gutting the powers of Transport for the North and centralising to Whitehall responsibility for rebranding the TransPennine route upgrade as Northern Powerhouse Rail. This Government are taking back control to prevent levelling up.

I, my hon. Friend the Member for Bradford South (Judith Cummins) and many other MPs across the north want answers to the following questions. When did the Secretary of State decide that Transport for the North’s advice on the integrated rail plan would be ignored and that it would not be provided with the full details and impact assessments of the integrated rail plan? What will be the fate of Transport for the North if it continues to advocate for a genuine Northern Powerhouse Rail line? What implications do the changes to TfN have for the wider levelling-up agenda and prospects for boosting UK GDP growth? Finally, how can the north now have a genuine say in its future?

[Andrew Stephenson]

Regrettably, the right hon. Lady’s comments seem to stem from a confusion about what Transport for the North does. The last time she and I debated its role in this Chamber, she argued that her inability to secure improvements to the toilets at Hull station was why Transport for the North needed more money. I therefore gently remind her and hon. Members across the House that Transport for the North is not, nor has it ever been, a delivery body. Its statutory function is purely to develop a strategic transport plan for the north, in the same way Midlands Connect does for the midlands, and it therefore remains unchanged.

What has changed is that, as we are now moving into project delivery, the Department for Transport will assume the role of sole client for the Northern Powerhouse Rail programme, with responsibility for instructing both Network Rail and HS2 Ltd. Establishing that single client, answerable to the Secretary of State, is consistent with the Northern Powerhouse Rail delivery model endorsed by the board of Transport for the North in January 2021. We will take on board lessons learned from other major projects about the need for clear accountability.

The right hon. Lady might want to stand in this Chamber and talk about process and minor technical changes to delivery models, but I know what her constituents and mine, also in the north of England, want this Government to talk about: getting on with delivering the changes people want to see. We are investing £96 billion in the railways of the midlands and the north, the biggest investment the Government have ever made in the rail network. It will slash journey times, double or in some cases even triple capacity and, crucially, it will do all that 10 to 15 years earlier than the original plans.

When the right hon. Lady’s constituents in Hull start to see the doubling in frequency of trains to Leeds, for example, they will not be worried about co-clienting or co-sponsoring. They will see a Government who are getting on with the job of levelling up this country and delivering the transformational transport improvements we were elected to deliver.

[Andrew Jones (Harrogate and Knaresborough) (Con)]

May I first declare an interest, having been a member of the Transport for the North board for a period of time and having been involved in setting up the subnational transport bodies? I confirm exactly what my hon. Friend has just said: Transport for the North is not a delivery body. What my constituents want to see is more progress in the delivery of our rail improvements. We have seen huge progress on rolling stock changes in the north. Next month we will see a doubling of the frequency of the service from Harrogate and Knaresborough to York, thanks to the work of North Yorkshire County Council and Don Mackenzie in particular. Will my hon. Friend just confirm that there will be a focus on delivery of the investment plans and accountability mechanisms for those charged with that delivery?

[Andrew Stephenson]

My hon. Friend, a former rail Minister himself, makes an important point. We must ensure there is clear accountability to Ministers for delivery of these projects, in the same way that there is already clear accountability for projects being delivered through the rail network enhancement pipeline and other schemes across the country. I completely endorse what he says. Transport for the North will remain an important partner for us to work with, and we look forward to receiving further advice from it, but the delivery model is best done with the Department for Transport as the sole client.

[Jim McMahon (Oldham West and Royton) (Lab/Co-op)]

How dare the Minister stand there and talk down my right hon. Friend the Member for Kingston upon Hull North (Dame Diana Johnson) for her question? She knows exactly what this means for people in Hull and for people in the north of England. The funding that was promised has not been delivered. The powers that were promised to the north of England, so that our metro Mayors, our council leaders and people in the north would finally get control, are being snatched away by this centralising Government, and we know exactly what it means—so let us have no patronising from the Government Front Bench on that.

We all know exactly what this is. We have seen it with the Electoral Commission: when it comes up with an answer the Government do not like, it is attacked. When parliamentary standards bodies come up with an answer the Government do not like, they are attacked. When Transport for the North comes up with a plan the Government do not agree to, it is to all intents and purposes scrapped.

I begin by asking the Minister to point now to where the money will come from and where the plans will be developed for new transport projects, bearing in mind that the integrated rail plan is a plan for 29 years. If no new schemes come forward in that period, residents in Hull will see very little investment. What are the practical implications for the staff? How many people who currently work for Transport for the North will be TUPE-ed across to the new organisation?

We know this is a Whitehall power grab, and we also know what it will mean in practice: no new projects, just more smoke and mirrors. Last week, the Transport Secretary said he was spending £96 billion in the north. That is not true. It is around half of that coming to the north of England, and that is over 29 years. What does that mean in practice? It is actually £100 per person a year, when the transport spending gap between the north and London is £400 per person a year. That is not levelling up. To be clear, we are not demanding that London gets levelled down. We are asking for the same.

We want to know that this is not a centralising power grab, because, if it is, we will not stand for it. What will the Minister do now, while he has a final chance to put the record straight, to convince us that this is not about robbing people in the north of the investment they deserve or a centralising Whitehall ministerial power grab, and finally to promise that the 29-year plan will not be the last word on transport investment in the north of England? If it is, the Government will have failed again.

[Andrew Stephenson]

Dear oh dear. It is clear once again from what the shadow Secretary of State has said that Labour want to stick to the outdated plans that would give the east midlands and the north nothing for 10 years. Our plan delivers the same, similar or better journey times to almost everywhere, with eight of the top 10 busiest rail corridors in the north and midlands benefiting, and it starts delivering those improvements 10 years sooner.

Labour wants to focus solely on the biggest cities in the north, ignoring smaller towns and communities that link them. Under the original plans, which Labour is so determined to stick to, places on the existing line such as Doncaster, Huddersfield, Wakefield and Leicester would have seen little improvement to, or even a worsening of, their services. Our plan means that those great northern places will receive the infrastructure projects they need to link them up with local, regional and national services that run alongside them.

In Government, Labour failed to upgrade our railways. Our infrastructure tumbled down the world rankings. On top of that, the Leader of the Opposition cannot even decide whether he supports HS2. Labour does not have a plan to deliver for the midlands and the north; we do.

[Paul Maynard (Blackpool North and Cleveleys) (Con)]

I thank the Minister for all the efforts I know he has put in during his time in the role to getting the very best package possible. I stood at that same Dispatch Box, promising the right hon. Member for Kingston upon Hull North (Dame Diana Johnson) on very many occasions that Northern Powerhouse Rail would go all the way from Liverpool to Hull. Can the Minister set out how the integrated rail plan delivers the commitment I made within the journey times that she anticipates—and how much sooner it will now be delivered, compared with if we had had to build a second, parallel rail line?

[Andrew Stephenson]

I thank my hon. Friend and predecessor for his comments. As he will know, the Prime Minister was very clear and we were clear in our manifesto that we would commit to Northern Powerhouse Rail, with an initial focus on the section between Manchester and Leeds. The integrated rail plan expands that initial focus to between Liverpool and York. That is the core investment. Alongside it, many of the upgrades already being delivered as part of the rail network enhancement pipeline will continue—for example, upgrades to the Hope Valley line, improving journey times to Sheffield—but we will continue to consider other investments in our rail infrastructure alongside that, to deliver the transformational benefits that we all want to see to communities across the north of England.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

The undermining of Transport for the North is just the latest act in a pattern of centralisation and Whitehall-think emblematic of this Administration. This Government do not like transport policy being run by Holyrood, so they cobbled together a Union connectivity review over its head—although it must be said that before the review is even published, the bridge over the biggest undersea munitions dump in Europe, the Prime Minister’s pet project, has been dumped. This Government do not like transport policy being run by the Mayor of London, so they are starving him of funding. Now the Government do not like transport policy being criticised by Transport for the North, so they are slashing its funding and removing many of its responsibilities.

Why does the Minister think this Government know better than the people and elected representatives of the north of England? Last week, the Secretary of State said that a whole 75 staff from the DFT have moved to Leeds. When will the rest follow to the north, so that the people at the top of the Department truly understand the rundown and under-invested transport network that they are responsible for? Will the Minister guarantee that devolved Administrations will not be subjected to such attempted power grabs and undermining in future?

[Andrew Stephenson]

The hon. Gentleman talked about devolution. As he will know, 60% of the north is now covered by mayoral combined authorities and metro Mayors thanks to the historic devolution settlement by this Government. Indeed, this Government established Transport for the North.

The hon. Gentleman also asked about Department for Transport staff based in Leeds. I am delighted that, in the past year, we have established a new DFT office there. Last time I visited, 70 staff were working there. I am pleased to confirm that, as of today, the number has gone above 100. I look forward to visiting again to welcome even more staff in the coming months.

[Andrew Percy (Brigg and Goole) (Con)]

We should take no lectures from Opposition Members who, in 13 years in government, did not lay a single mile of electrification in my area, downgraded northern routes, ploughed money into the south and left northerners rattling around on decades-old Pacer trains. I say to the Minister that we are grateful to have received our restoring your railway funding for the Brigg line, because if someone misses that last train on a Saturday they have to wait a week for the next one. Can he look closely at the business case that has been submitted on that? Will he also agree to work with us on the Goole to Leeds line through town deal funding? Can he tell us what improvements there will be to East Yorkshire and north Lincolnshire—the Humber—from the trans-Pennine upgrades?

[Andrew Stephenson]

There was quite a lot in that. I am sure my hon. Friend will be delighted to hear that the restoring your railway fund announcement will be separate from the integrated rail plan, so we have more announcements to come on that along with the rail network enhancements pipeline, which will also be published separately. The £96 billion is not the total of our investment in the north but the core pipeline for the north of England. He will also be pleased to hear that the investment in the trans-Pennine route upgrade will double the number of services from Hull to Leeds, among other benefits.

[Judith Cummins (Bradford South) (Lab)]

The eastern leg of HS2 and Northern Powerhouse Rail in full with a city centre stop in Bradford were promised many times. Now we hear that the Government have, in effect, dismantled Transport for the North by removing its powers and staff. A letter was sent from his Department to TfN late last night, but that does not change the fact that it did not approve the Government’s approach—the Minister should show us the minutes. What we have seen is a mishmash of broken promises and a silencing of the Government’s critics. How can the north have a say in its own future? Can he define exactly what a co-sponsor is and what its powers are?

[Andrew Stephenson]

It is important to say that we are not abandoning Transport for the North staff. We thank them all for the work that they have put into developing options for Northern Powerhouse Rail. The TUPE discussions are ongoing, so we hope that those staff can join the growing number of Department for Transport staff based in the north of England. The Government remain committed to HS2 and to Northern Powerhouse Rail. The plan that we set out last week explains how we will deliver the benefits to communities across the north sooner than ever expected.

[Kevin Hollinrake (Thirsk and Malton) (Con)]

There are some excellent measures in the integrated rail plan that will be transformational for the economy across the country. In the plan, some money is set aside—I think £100 million—to look at the feasibility of other measures. Will the Minister consider asking Transport for the North to look at an improved direct connection between Bradford and Manchester? It currently takes about an hour to travel that 40-mile journey, so it would be transformational for Bradford and Manchester and across the north.

[Andrew Stephenson]

The £100 million announced in the integrated rail plan is specifically to look at how we can get HS2 trains most effectively from East Midlands Parkway to Leeds. We have not ruled out the construction of the full eastern leg at this stage; we are looking at whether it is the best long-term solution.

On Bradford, my hon. Friends the Members for Shipley (Philip Davies) and for Keighley (Robbie Moore) continue to remind me of its importance. I am just over the border from the Bradford district, so we are keen to see what we can do to support it. I spoke to the leader of Bradford Council the day after the publication of the integrated rail plan. We are keen to continue working with Bradford and local stakeholders to deliver benefits to that area.

[Naz Shah (Bradford West) (Lab)]

Following the Minister’s words about Bradford, the whole city of Bradford and my constituents are angry. Some 530,000 people have been failed. Although I welcome the question of the hon. Member for Thirsk and Malton (Kevin Hollinrake) to focus on Bradford, the truth is that the Government have stripped it of £30 billion of growth in the next 10 years. It is the fourth-youngest city in the country. I also hear on the grapevine that the Government have held on to the IPOSs for Leeds because there might be a U-turn. My question is simple: when will he U-turn on the NPR?

--- Later in debate ---

[Andrew Stephenson]

The hon. Lady asks when I will U-turn. We do not intend to U-turn for all the reasons set out in the integrated rail plan. To spend billions of pounds investing in the existing rail route from Manchester to Leeds, and then to spend £18 billion more building a brand-new line, simply did not make economic sense. We will reduce journey times from Bradford to Leeds from about 20 minutes to 11 minutes, and we will continue to work with regional stakeholders to deliver benefits[Official Report, 25 November 2021, Vol. 704, c. 6MC.].

[Philip Davies (Shipley) (Con)]

My constituents are not interested in quangos, but they are interested in actual transport infrastructure. The Minister knows how unhappy and disappointed I was with the announcement regarding Bradford, the scaling-back of Northern Powerhouse Rail and the lack of a station stop in the centre of Bradford. Even at this late stage, I hope that the Government will think again about that. Given the huge disappointment to Bradford in that announcement, I urge him to go away and think about what additional transport infrastructure could be delivered to the Bradford district. I urge him to start with the Shipley eastern bypass.

[Andrew Stephenson]

My hon. Friend continues to be a doughty champion for Shipley. As he will know, alongside the £96 billion announced in the integrated rail plan, we are spending more than £7 billion on road investments and more than £5 billion on buses and cycling initiatives. I am sure that his campaign for the bypass has been heard by other Ministers in my Department.

[Mrs Emma Lewell-Buck (South Shields) (Lab)]

The integrated rail plan gives nothing to the north-east and will create economic imbalances across the north, giving us all less and at a later date. If the Government were confident of their position, there would have been a ministerial presence at this morning’s meeting of Transport for the North. Instead, TfN seems to be meeting the same fate as anyone else who dares to speak the truth about the Government. Can the Minister confirm exactly what powers he is grabbing from Transport for the North and how many people are set to lose their jobs?

[Andrew Stephenson]

No one is set to lose their jobs and the statutory functions of Transport for the North are not changing. The plan delivers significant benefits to the north-east of England.

[Karl MᶜCartney (Lincoln) (Con)]

My hon. Friend the Minister knows that I am a strong proponent of better transport links and infrastructure for my constituency, so I make a plea to him: whether it is in Transport for the North, Midlands Connect or any other organisation that is strategic or involved in delivery, could Lincoln figure more than just occasionally on a map?

[Andrew Stephenson]

My hon. Friend continues to make a passionate case for Lincoln. As he will know, many of the investments that he has campaigned so strongly for are the responsibility of other Ministers in the Department for Transport, but I am sure that they have, once again, heard his pitch.

[Tony Lloyd (Rochdale) (Lab)]

I say to the Minister that there is no evidence that the Department for Transport can deliver on time or on cost, so why has the change to the delivery mechanism taken place? The cuts that we saw last week will have a serious impact on the economy across the whole of the north of England. Rochdale wants to trade with Hull, Newcastle and Sheffield, but the Government’s plan does not allow that to take place.

[Andrew Stephenson]

The hon. Gentleman asks about the change from co-clienting to co-sponsorship. As he will know, Crossrail, which has yet to open, was a co-cliented project, and one of the major lessons we have learned from that project being massively over-budget and delayed is that co-clienting does not work on major infrastructure projects. There need to be clear lines of accountability to the Secretary of State for Transport—he needs to be solely responsible for these projects to Parliament, the National Audit Office, the Public Accounts Committee and others—and that is why we are going for a sole-clienting model. It is one of the lessons we have learned from the Crossrail debacle.

[Mr Philip Hollobone (Kettering) (Con)]

I welcome the improved connectivity from Kettering railway station to the north as a result of Government investment in our railways. We have recently had our twice-an-hour service to and from the north reinstated, after it was taken away by the Labour Government in 2010. Can my hon. Friend confirm that the connectivity from Kettering to and from the north will be further improved with the complete electrification of the midland main line?

[Andrew Stephenson]

My hon. Friend makes an excellent point. Kettering is one of many parts of the country that will benefit much earlier and more significantly from the plans we announced last week than from the previous plans. He continues to campaign for further improvements in his constituency, and I am keen to continue working with him to ensure that we deliver those benefits, such as the midland main line electrification, as early as possible.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

It is quite simple, is it not? The Government are slashing Transport for the North because they are slashing transport for the north, abandoning the much-promised ambitions for an integrated transport infrastructure that our economy needs. Will the Minister tell me who will set out the plans for our northern transport future, or do we not have one?

[Andrew Stephenson]

Last week, the shadow Secretary of State described £96 billion, the biggest investment in our railways, as “crumbs from the table”. I think we need to focus on what we are delivering, not the amount of money we are putting in. We will continue to work with Transport for the North, as the statutory transport body in the north advising on our plans, and we look forward to continuing to have a positive relationship with it.

[Katherine Fletcher (South Ribble) (Con)]

Way back in 2016, when I was thinner and probably younger looking, I helped a young man by the name of George Osborne set up the Northern Powerhouse Partnership. As part of that, I actually worked with those at Transport for the North in their Manchester Piccadilly offices, and I have to tell the House that I found them partisan, specious and entirely obsessed with Labour party politics. Does the Minister agree with me that what is happening here today is the Labour party finally realising that it does not control the whole of the north of England, and there is more than one way of getting something done?

[Andrew Stephenson]

I am delighted to see my hon. Friend in the House, alongside many other Conservative MPs elected in 2019. I am surrounded by far more Conservative MPs in the north of England than I used to be when I was first elected in 2010, and it is a real pleasure, because people such as my hon. Friend bring real expertise to this House. We want to work with Transport for the North in the same way that we work with Midlands Connect and other sub-national transport bodies across the UK, but as we move into delivering the benefits of these investments sooner, we need to have the Department for Transport as the sole client delivering these projects.

[Emma Hardy (Kingston upon Hull West and Hessle) (Lab)]

In February 2020, I asked the Prime Minister about this issue, and he told me:

“We will make sure that we have Hull fully as part of our vision for High Speed North”.—[Official Report, 11 February 2020; Vol. 671, c. 729.]

So why were the strong recommendations from Transport for the North for electrification of the Hull to Selby line completely ignored?

[Andrew Stephenson]

No one’s advice was ignored. For 20 months after we launched the integrated rail plan, following the Oakervee review, in February last year, we have taken a range of evidence from the National Infrastructure Commission, Transport for the North, Midlands Connect and stakeholders across the region. As we have worked through those plans, we have been clear that we will deliver benefits to people across the north of England sooner than the original plans. I think that the £96 billion we have announced—an historic investment in railways across the midlands and the north—is something of which we can all be proud.

[Paul Howell (Sedgefield) (Con)]

When it comes to the discussions around this, I do not think it is helpful to get the Northern Powerhouse Partnership chairman on TV claiming that things are not going to happen that were never even going to happen under Northern Powerhouse Rail. The misleading words being said are no use to this debate at all. When we talk about the north, one of the big things that is a concern to us is the Leamside line and the things that should happen with it. It does get a mention in the IRP, about how this could be done through a different mechanism, but would the Minister meet me to discuss that further and work out how best we can continue to progress the Leamside line?

[Andrew Stephenson]

I am more than happy to meet my hon. Friend, who continues to make a passionate case for the Leamside line. I am happy to work with him and local stakeholders to see what we can do. [Interruption.]

[Madam Deputy Speaker (Dame Eleanor Laing)]

Order. Can I make it clear to those who are gesturing while sitting down that I have called to ask questions several people who were not here at the very beginning of the Minister’s response to the urgent question? I should explain to the Chamber that I have been very lenient today because I am aware that the Annunciator was not changed until several—[Interruption.] No, the right hon. Member for North Durham (Mr Jones) must not dissent from what I am saying. It is a very simple explanation of why I am being kind and considerate to the Chamber.

I could stop and say that the moment the Minister gets to his feet, anyone who is not in the Chamber at that moment is not allowed to utter a word, but in my judgment that would mean that neither the Minister was properly questioned nor the Government held to account on this important matter. On this occasion, the monitor was not changed, this part of business started early and several people were taking part in an important event with Mr Speaker downstairs. I have therefore been lenient, because I think it is more important, when there is a matter of judgment, to come down on the side of giving colleagues the opportunity to ask their questions and to hold the Government to account. That is my judgment and why I have done this, and it ought not to be questioned.

[Sarah Olney (Richmond Park) (LD)]

Both today and last week when Ministers talked about the scrapping of the eastern leg of HS2, they have talked a lot about improving journey times, but we all know that one of the reasons for doing HS2 and Northern Powerhouse Rail was, above all, to improve connectivity and capacity. Can the Minister explain how the new integrated rail plan and today’s announcement about Transport for the North are going to increase capacity and connectivity, and will this reduce fares to encourage more people to stop using their cars and get on to trains?

[Andrew Stephenson]

I thank the hon. Lady for her question. As set out in the integrated rail plan, on many of these key routes we are doubling or trebling capacity. I also want to be clear, on the eastern leg, that we have committed and funded through the integrated rail plan to build a first phase from the west midlands to the east midlands, and there is now £100 million for further work to look at the best way to get HS2 trains from there through to Leeds. For the time being, therefore, the plans to build the full eastern leg remain as they are. No safeguarding has been lifted, and that is something that will be changed only after we have the outcome of the study.

[Jason McCartney (Colne Valley) (Con)]

As a big supporter of HS2, I have to admit I was very disappointed about the news of the eastern leg going up to Yorkshire. Obviously, I was disappointed as well that the Leader of the Opposition had campaigned against it so vigorously. Can the Minister confirm that there is lots of good news in the integrated rail plan for my constituents who use Huddersfield station, Slaithwaite station and Marsden station on the trans-Pennine route? I thank the Minister for visiting Marsden last year with local rail campaigners, and will he confirm that we can get investment in disabled access at Marsden railway station as well?

[Andrew Stephenson]

My hon. Friend is completely right in what he says about the Leader of the Opposition, who has opposed HS2 consistently over the years and said that its impact on the country would be “devastating”; even in 2019, he was still calling for the project to be cancelled. I am happy to confirm that, as part of the trans-Pennine route upgrade, every single station in my hon. Friend’s constituency will see massive investment, including to make them all fully accessible to disabled passengers.

[Rachael Maskell (York Central) (Lab/Co-op)]

The reason why Transport for the North has rail and political leadership on it is to join up the local economies of the north with the transport system. That is what the Northern Powerhouse Rail project was all about. Cutting the project means that we are going to lose connectivity and capacity and see major disruption on the route. The board of Transport for the North met this morning to try to find a way forward with the integrated rail plan and its proposals. Will the Minister ensure that he meets the board and finds a way forward?

[Andrew Stephenson]

I spoke to Martin Tugwell, the chief executive of Transport for the North, the day before the integrated rail plan came out. I continue to have regular conversations with Transport for the North, and we are determined to work closely with it as its role moves from co-client of the Northern Powerhouse Rail project to co-sponsor.

[Debbie Abrahams (Oldham East and Saddleworth) (Lab)]

Unfortunately, the eradication of Northern Powerhouse Rail will have a detrimental effect on my constituents who use Greenfield station. Further to the question from my hon. Friend the Member for York Central (Rachael Maskell) about the Transport for the North board meeting today, I believe that TfN has put out a statement proposing a process of mediation, which would involve investigating potential local financial contributions to get the much-needed new line via Bradford. Will the Minister meet the leaders of the north to discuss that?

[Andrew Stephenson]

Last Thursday, the day on which the integrated rail plan was announced to the House, I met many board members of Transport for the North to discuss the plans. We are keen to continue to work with members of the board and with Transport for the North itself, although it is important to say that the integrated rail plan process has now concluded, as has the spending review. If local funding is brought forward, we will certainly look at that, but the Government’s plan has now been published.

[Mr Clive Betts (Sheffield South East) (Lab)]

Last week’s announcement, a centralised decision from the Department for Transport, effectively scrapped not merely the high-speed line from Sheffield to London, but the high-speed lines from Leeds to Sheffield, from Sheffield to Birmingham, and from Sheffield to Manchester. Is it not the case that, because Transport for the North disagreed with those decisions, the Minister has effectively switched it on to Zoom? He can sit in his office, he can see that it is there, but with the mute button on, he does not have to listen to its advice.

[Andrew Stephenson]

Transport for the North has never been a delivery body, it is not a delivery body, and it is not becoming a delivery body. Opposition Members seem to get hot under the collar about these technicalities when in actual fact, we are getting on with electrification. The midland main line electrification will deliver significant benefits sooner than anticipated. I gently remind the Opposition that in the 13 years of the last Labour Government, they managed to electrify only 63 miles, compared with the 1,100 miles already electrified under this Government.

[Mr Kevan Jones (North Durham) (Lab)]

The Minister will be aware that a lot of the north is further north than York. In the north-east, there is political consensus and support from business and Transport for the North for the reopening of the Leamside line to get extra capacity on the east coast main line, which is needed. That is clearly being ignored. Can the Minister tell me where that project lies, or will it just be shelved and forgotten about? I urge him to stop trying to con people in the north by giving pots of money out to fantasists’ projects such as the railway line up to Consett, which will cost £640 million. I would rather have the money concentrated and spent on transport, and not on just backing consultants.

[Andrew Stephenson]

The right hon. Gentleman again makes a compelling case for the Leamside line. Many colleagues across the House, and many of the regional stakeholders in the north-east that I talk to, continue to make that case. It is not funded as part of the integrated rail plan. However, the Department for Transport is keen to continue working with local stakeholders to see how it could be delivered. I remind him, though, that within the £96 billion there is £3.5 billion for improvements to the east coast main line, which will significantly reduce journey times from the north-east of England down south.

[Graham Stringer (Blackley and Broughton) (Lab)]

However much the Minister blusters, he cannot get away from the fact that this is an £18 billion cut to the capital programme and a centralisation of the investment decision. The basis that the Minister and the Secretary of State gave for the change in the project and the cut was that it would take until the 2040s to achieve the expenditure of that extra £18 billion. Why, under the Government’s control, will they build and invest at a slower rate than the Victorians did using pickaxes and shovels?

[Andrew Stephenson]

The hon. Gentleman is going to see over the coming years an acceleration of investment in the midlands and the north and a rebalancing of some of our investment programmes. Northern Powerhouse Rail will deliver two brand-new lines, from Warrington to Manchester and from Manchester to Marsden. In addition, we have a transformational upgrade of the trans-Pennine route far beyond anything committed to that route by any previous Government.

[Justin Madders (Ellesmere Port and Neston) (Lab)]

I pay tribute to my constituent in Little Neston, Councillor Louise Gittins, who has been doing a sterling job as the interim chair of Transport for the North. Judging by some of the comments from Conservative Members, she has been doing her job a little too well. She, like me, has been campaigning for a half-hourly passenger service on the Wrexham to Bidston line, which we had hoped to see in place by now. Can the Minister guarantee that we will see that delivered next year?

--- Later in debate ---

[Andrew Stephenson]

I am sure that the rail Minister, my hon. Friend the Member for Daventry (Chris Heaton-Harris), will have heard the hon. Gentleman’s pitch on behalf of his constituents. Of course, we are progressing with improvements to deliver the western leg of HS2 as early as possible. We committed in the Queen’s Speech to bringing forward a Bill in this parliamentary Session. That will deliver significant benefits to Cheshire, particularly realising the Crewe hub and the Crewe northern connection visions.

[Ian Lavery (Wansbeck) (Lab)]

Make no mistake about it, the north-east was abandoned last week by the announcement from this Government—cut off completely from the high-speed rail network. I urge the Minister to actually visit Northumberland; if he looks at the map, it is a little bit above Newcastle, just below the Scottish border. The Government have announced on more than 60 occasions that there would be this “Crossrail in the north”, so I am right to be concerned that the Ashington, Blyth and Tyne line in my constituency, which runs from Ashington, through Bedlington, up to the Metro, might be considered for withdrawal. Will the Minister guarantee from the Dispatch Box today, Wednesday 24 November, that investment in the Ashington, Blyth and Tyne line will continue in earnest, and that there will be no reduction in the original plans?

[Andrew Stephenson]

Dear oh dear, Madam Deputy Speaker. We are getting on with investing and levelling up the north-east of England. We are reopening the Northumberland line; we already have new Azuma trains running on the east coast main line; we are spending £3.5 billion more on investment in the east coast main line; and, of course, the Pacers, which were allowed to rattle passengers to the core under Labour, have all been eradicated thanks to this Government. We will continue to invest in the north-east and deliver early benefits to passengers across that region.

[Madam Deputy Speaker (Dame Eleanor Laing)]

And the prize for patience and perseverance goes to Mick Whitley.

[Mick Whitley (Birkenhead) (Lab)]

Thank you, Madam Deputy Speaker. The integrated rail plan came as a bitter blow to the people of Merseyside. It will do almost nothing to improve connectivity, capacity or rail times, and it could end up costing our region millions of pounds due to disruption. It also does nothing to address the issue of spiralling rail fares, which are set to increase by almost 5% next year, pricing the poorest in our region out of rail travel altogether. Does the Minister agree that my constituents in Birkenhead have been badly let down by this Government?

[Andrew Stephenson]

No, I do not. I look forward to continuing to work with Mayor Rotheram and local stakeholders to ensure we deliver the transformational improvements to Liverpool that are committed to as part of the £96 billion, the biggest ever Government investment in rail in the midlands and the north.

Road Traffic Offences: Fatal Collisions

Andrew Stephenson Excerpts

Monday 15th November 2021 Westminster Hall

[The Minister of State, Department for Transport (Andrew Stephenson)]

It is a pleasure to serve under your chairmanship, Mr Rosindell. I thank the hon. Member for Neath (Christina Rees) for opening this petitions debate relating to road traffic offences for fatal collisions and to specific concerns about the offence of failing to stop and report.

I pay tribute to all hon. Members who have spoken with such passion about families in their own constituencies and across the UK, many of whom have been fighting for justice for some time following what has happened to their loved ones. I thank in particular the hon. Member for Bootle (Peter Dowd), who spoke movingly about the death of his daughter.

I reassure all Members that the Government take road safety seriously. It is at the core of the work of the Department for Transport, especially as we are working so hard to boost walking and cycling across the UK. Many of the cases that have been mentioned have, tragically, involved pedestrians or cyclists.

[James Grundy (Leigh) (Con)]

More than 1,000 people in my Lancashire constituency of Leigh have signed the petition on Ryan’s law. Will the Minister give those people assurances that the Department is looking at both clarifying and strengthening the law on this matter?

[Andrew Stephenson]

I thank my hon. Friend for that point—I hope he will bear with me, as I will come to that in more detail. Like other hon. Members, I know the strength of feeling in my own constituency, where dangerous driving is a top concern for residents.

Let me be clear: any death or serious injury on our roads is unacceptable, and our deep condolences go to victims and their families. My ministerial colleague Baroness Vere of Norbiton, the Roads Minister, has met families of victims of similar incidents, as well as MPs who are campaigning for their constituents, including my hon. Friends the Members for North Cornwall (Scott Mann), for North Warwickshire (Craig Tracey) and for Truro and Falmouth (Cherilyn Mackrory).

We understand the tragic circumstances that have led to the petitions and to the concern that, in some cases, something is perhaps not working with the law. Although we must do all we can to improve the safety of our roads, we must also be careful that we do not make any rash decisions that could ultimately make things worse, or create other unforeseen effects, in a rush to resolve problems with the way in which the law currently operates.

I will start by turning to the current offence of failing to stop and report. In the case of failure to stop and report, we know that in a small number of cases the failure to stop may be related to an event that leads to death or serious injury to another person, but we must not forget that in the vast majority of cases convictions for failing to stop involve low-level traffic incidents such as hitting a wing mirror on a narrow street. It is only in an extremely small number of cases that there may not be any other evidence to connect the death or serious harm with the driver who failed to stop, meaning that the only offence that they have committed is that of failing to stop and report.

I understand the concerns that have been raised about the matter, which has previously been brought to the attention of my Department. However, increasing the maximum sentence for failing to stop and report, even in a limited scope where there has been a serious or fatal injury, cuts across the basis for that offence. I must stress that the offence of failure to stop and report is designed to deal with the behaviour relating to the failure to stop; it is not provided as an alternative route to punish an offender for a more serious but unproven offence. Increasing the custodial sentence so that it is comparable to sentences for causing death by careless or dangerous driving, or including it in one of those offences, would represent a massive uplift in the potential sentence, for an offence that I remind hon. Members requires no evidence of a causal link between the failure to stop and the death or serious injury.

It must be remembered that where there is evidence that a driver has caused harm, there is already a range of other offences, including causing death by serious injury or dangerous or careless driving, with which the driver can be charged. In those cases, courts can treat the failure to stop as a factor that adds to the overall seriousness of the offending. That can result in the offender receiving a higher sentence. Where there is evidence that the driver knew about the incident and took steps to avoid detection, they can be charged with perverting the course of justice—a common law offence that already carries a maximum sentence of life imprisonment.

[Kerry McCarthy]

Does the Minister have any details on how often that has been invoked? It is one thing to say that they could be charged with perverting the course of justice. Does it ever happen?

[Andrew Stephenson]

It is unwise for Ministers to comment on prosecutorial or judicial decisions. I was reading this week about a case just outside my constituency where somebody who had failed to stop was charged with death by dangerous driving. We need to look at the suite of options for the charging authorities. Simply strengthening the failure to stop and report offence may not be the most effective way of ensuring the justice that I know many families are seeking to achieve.

[Chris Stephens]

The concern that the petitioners and hon. Members have relates to the perverse incentive for people to flee the scene. Should there not be a new charge of failing to stop following a fatal or serious injury?

[Andrew Stephenson]

That is something that the Department has been looking at, and that Baroness Vere, the Roads Minister, has been talking to families about. We are keen to see more evidence on the reasons behind failures to stop and report such serious incidents. As I have said, it is clear that the majority of incidents that are treated as a failure to stop and report are low-level motoring incidents; however, we need to gain more evidence on the most serious cases.

In some of the cases cited today, drivers said that they felt they hit a fox or a deer. Various other people panicked. A range of justifications have been used. Whether they are true justifications or not, it is important that we understand the situation more. The University of Leicester carried out some research in 2017 on behalf of the Motor Insurers’ Bureau, but we have to build the evidence base to ensure that whatever we do to reform the offences does not have unintended consequences, but strengthens the law and gets families the justice that they deserve.

Linking death or serious injury with a failure to stop as a cause, however well intentioned, could risk creating an unfairly severe offence. The law already imposes severe penalties for vehicle owners who cause death or serious injury, but a clear causal link needs to be provided between the driver’s behaviour and the outcome. The proposals in the e-petitions essentially equate the seriousness of a failure to stop with culpability for causing death or injury. I repeat that that would create serious anomalies with other offences, which could result in potential injustices.

I want to be clear, however, that the Government are not dismissing the concerns that have been raised. We are aware of the traumatic effects of such incidents, which we have heard so eloquently expressed by Members from all parties today. We agree that there might be something wrong with the law as it stands; it may not be working as well as it should in this area. I am sure that right hon. and hon. Members will appreciate from what I have already said that this is a very complex area, and any change in the law should fit within the current driving offence framework. Officials from my Department have been exploring options that could be pursued in this area. They include, but are not limited to: the available penalties; how the offence operates; how the offence is dealt with in the sentencing guidance; and the potential for a new offence as part of a longer term and wider approach to road safety. I am sure that officials will consider the points raised by Members from across the House in the debate today as part of their considerations of that offence. As the next step, the Department is considering conducting a call for evidence on parts of the Road Traffic Act. Although details are still being worked on, I expect this will include failures to stop and report as an offence.

[Mr Bradshaw]

Could the Minister possibly address the question of where the full review of offences and penalties has reached? Is that what he was talking about? He seems to be suggesting a call for evidence on just a few areas, but we were promised a full review. Could he also say something about the use of exemptions to get off bans; is that involved in this call for evidence? It is an egregious problem.

[Andrew Stephenson]

As the right hon. Gentleman said, the Government committed to carry out this review of road traffic offences in 2014. A review of the most serious offences was carried out in 2017; the outcome of that review has fed into the measures that we are bringing forward as part of the police, crime, sentencing and courts Bill that was referred to by a number of hon. Members. Baroness Vere is looking at that and seeing how we could potentially go further. The further call for evidence would seek to build on the measures that we have already identified, and are bringing forward as part of the Bill—that would be in addition to the steps we have already taken.

I thank right hon. and hon. Members for what they have said; their contributions are being listened to by officials in the Department for Transport and across Government. This is an area that we have to get right. I especially pay tribute to the families who have come here and taken the time to share their stories with right hon. and hon. Members.

East to West Chesterfield Cycle Route

Andrew Stephenson Excerpts

Tuesday 9th November 2021 Westminster Hall

[The Minister of State, Department for Transport (Andrew Stephenson)]

It is a pleasure to serve under your chairmanship, Mr Davies, and I start by thanking the hon. Member for Chesterfield (Mr Perkins) for raising this important issue.

May I also say how happy I am personally to respond to a debate on cycling, because my constituency of Pendle is home to Hope Technology in Barnoldswick, which created the bikes used by Team GB at the Tokyo Olympics? My constituency is very proud of its record on cycling, and I echo much of what the hon. Gentleman said about the importance of supporting cycling.

Before I turn to the hon. Gentleman’s specific concerns about the east-west cycle route in his beautiful constituency, let me say a few words about Government support for cycling and walking, or active travel, which I am pleased he supported in his speech.

We really are at a now or never moment when it comes to reducing emissions and stemming the rise in global temperatures. As transport is our biggest source of greenhouse gas emissions, we need more people to change their travel habits, choosing cleaner, more sustainable and healthier ways to get around.

We must also recognise that the profile of walking and cycling has never been higher. The pandemic has fundamentally changed our relationship with travel. We went from a car-dependent economy, where a quarter of all journeys by car were under 2 miles to one where active travel has ended up flourishing. Cycle rates went up by 46% in 2020 compared with 2019, and a million more people started walking for leisure. Travel restrictions obviously played a part in that, but there was clearly pent-up demand for active travel, which existed before the pandemic brought about the conditions for a release valve. That is why I am confident that we can achieve the Government’s ambition of ensuring that half of all journeys by 2030 are cycled or walked.

We are building on the momentum we have seen over the past 20 months by investing an unprecedented £2 billion over the next five years, delivering new walking and cycling routes, wider pavements and safer junctions across the country. We have already issued 400,000 bike repair vouchers, delivered £18 million of Bikeability training for children and parents and helped extend the Walk to School outreach programme to 1,000 primary schools. Step by step, we are giving people the confidence to see active travel as a practical means of transport, rather than just a form of leisure or sport.

To maintain progress, we need the help of local authorities. We need bold and ambitious proposals that deliver real change for active travellers. That means properly segregated cycle lanes, street architecture that encourages people to walk, and measures that treat cyclists as vehicles, not pedestrians. Last month we doubled down on our commitment to active travel. The spending review set out a significant uplift in funding through the £5.7 billion city region sustainable transport settlements, which gives transport authorities the flexibility to plan and deliver long-term improvements to cycling and walking.

We are making it easier for local authorities to make these changes. Our recent changes to the highway code will help with this, as will our support for school streets to enable more children to walk to school. We are also updating our design guidance for streets to ensure local authorities make decisions that prioritise people and places over motorists. This design guidance, which will help create more sustainable, healthy and active communities, should be published next year.

I realise that in recent months there have been a lot of negative comments about measures to support active travel, but opinion surveys regularly show that the majority of people support these improvements to their local communities. Two thirds of respondents to a Government-commissioned survey were supportive of reallocating road space to walking or cycling across towns and cities in England. Making our streets more attractive to pedestrians and cyclists is without doubt the right thing to do, because it is not just active travel that benefits; we all do. More people cycling and walking means fewer cars on the road, less congestion and an economy that is not held up by gridlock. It means cleaner air and less pollution, creating healthier communities and better spaces to live and work.

I will now turn to the specific scheme in Chesterfield, about which the hon. Member spoke so eloquently. One thing that can be said for sure about any meaningful cycle lane is that it will have its supporters and its detractors. Reallocating road space in favour of people cycling inevitably means less road space for other modes of transport, so getting the design right is critical. There is always a balance to be struck. It is not for central Government to design cycle lanes in Chesterfield—or anywhere else for that matter. Local authorities are the ones who must decide where the balance of the interest lies, taking into account the statutory network management duty guidance, which we have made available.

The guidance makes clear that in many cases a traditional consultation exercise may not fully capture local views. The results of traditional consultations can sometimes be deceptive, because respondents tend to be those who are most passionate, either for or against the scheme in question. That is why genuine and thorough engagement with local people is so important, including through the use of objective methods, such as professional polling, to provide a genuine picture of local opinion, rather than listening only to the loudest voices.

The Department has always said that local authorities should seek the views of a representative sample of the local population as a whole on their proposals. Our own public opinion surveys suggest that there is often a silent majority who are either in favour of or neutral about new cycle lanes or low traffic neighbourhoods. That is not the impression that we get from media coverage or from traditional consultations that tend to polarise the debate. Of course, local authorities must listen to the opponents of schemes as well as those in favour, and must make sure that any changes make sense. No meaningful active travel scheme is ever universally popular. Local authorities should not expect or require universal support for their schemes, and should avoid allowing any group to exercise a veto on them.

Given all the benefits of active travel, it has one of the best returns on investment for the Government. The economy, the environment and public health all receive an active travel dividend. Cycling and walking must be a core part of that future. Schemes must be properly designed to the appropriate design standards, and local authorities must listen to the views of local people. Getting more people walking and cycling is the right thing to do, and the pandemic, for all its disruption and devastation, has given us a golden opportunity to make a lasting change. Let us not waste that chance.

I thank the hon. Gentleman for what he has said today. I am more than happy to meet him, and I know that the Minister with responsibility for cycling, my hon. Friend the Member for Daventry (Chris Heaton-Harris), will be happy to meet him. I am also sure that the hon. Gentleman’s council has heard his remarks loud and clear. I thank him once again for calling this debate.

Question put and agreed to.

Oral Answers to Questions

Andrew Stephenson Excerpts

Thursday 4th November 2021 Commons Chamber

[Imran Hussain (Bradford East) (Lab)]

2. What recent assessment he has made of the potential effect of his policies on rail investment in the north of England on the Government’s levelling up agenda.

[The Minister of State, Department for Transport (Andrew Stephenson)]

Investing £29 billion in transport across the north since 2010 has had a hugely positive impact on levelling up.

[Imran Hussain]

Building Northern Powerhouse Rail in full with a stop in Bradford city centre will help to transform Bradford’s economy and draw much-needed jobs and investment into the district, yet the Government are now believed to be scrapping the plans for NPR. Will the Minister give me some certainty today and either commit to the plan, or admit that the reality is that the Government have no intention of delivering real, transformative change to the economy and lives of people in West Yorkshire?

[Andrew Stephenson]

The hon. Gentleman will know that I know Bradford well, as I represent a constituency just down the road, on the sunny side of the hills. The Government are committed to supporting the aspirations of local leaders across West Yorkshire. We recognise that Bradford is an important economic centre in the north, with a growing and young population. We continue to look at the evidence for building a new station in Bradford, and decisions, as he knows, will be outlined in the integrated rail plan in due course.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

My thoughts and prayers are with all those affected by the Salisbury train collision and I wish those who have sadly been injured a speedy recovery. We must, in the near future, get to the bottom of how such an incident could ever have occurred.

After the Budget, northern leaders were left even more bemused than before about Government plans for the north. There was no mention of Northern Powerhouse Rail and nothing more on HS2’s eastern leg or the midlands rail hub. There is still no rolling programme of electrification and no sign of the mythical integrated rail plan, which Ministers have kept referring me to for over a year. What a complete lack of ambition for the north. How did this happen? Was it because the Secretary of State could not convince the Chancellor to invest in our country’s railways, or was it because the Chancellor thought that giving tax cuts to already wealthy bankers was far more important?

[Andrew Stephenson]

Let us not pretend that we are not getting on with the job of investing in the north of England. We have invested £29 billion in northern transport since 2010, and in the Budget that the hon. Gentleman referred to, we announced over £1 billion for Greater Manchester, over £830 million for West Yorkshire and £570 million for South Yorkshire. I am delighted to say that the integrated rail plan is not just coming soon—it is now coming very soon.

[Paul Howell (Sedgefield) (Con)]

When it comes to investment in the north, I welcome the recent investments in the feasibility work for Ferryhill station and the Weardale line. Of course, I am disappointed with what happened regarding the knock-back for the Leamside line, but I ask the Minister to work with us and the hon. Member for Washington and Sunderland West (Mrs Hodgson) to look at funding streams and at potentially getting that into the integrated rail plan. Will he also assure the people of Ferryhill that knocking back the Leamside line does not in any way impact the Ferryhill project?

[Andrew Stephenson]

My hon. Friend continues to make a powerful case for his constituency and investment in local transport schemes. As he knows, I have family ties with Ferryhill—my father was born there—and I am very keen to support local people’s aspirations. I know that he has been lobbying the Secretary of State, the Rail Minister—my hon. Friend the Member for Daventry (Chris Heaton-Harris)—and myself on this issue. We will continue to work with him to see what we can do to support local aspirations.

[James Sunderland (Bracknell) (Con)]

3. What steps his Department is taking to help make international travel (a) easier and (b) less expensive during the covid-19 pandemic.

--- Later in debate ---

[Liam Byrne (Birmingham, Hodge Hill) (Lab)]

15. What steps he is taking to support investment in the East Birmingham tram line.

[The Minister of State, Department for Transport (Andrew Stephenson)]

Thanks to our hard-working Mayor, Andy Street, diggers are in the ground for the very first part of the East Birmingham tram line, to Digbeth from the city centre. We just awarded, in the spending review, over £1 billion to the West Midlands for transformative projects such as this, and I am sure the right hon. Gentleman will give all his support to our Mayor in the delivery of this important levelling-up priority.

[Liam Byrne]

Last week’s Budget was a step forward, but if we strip out the re-announced money, we see that it was actually £1 billion less than the Mayor asked for. That shortfall jeopardises our potential to build the 8-mile tram line through east Birmingham, so will the Minister meet me and other Members from east Birmingham so that we can explain to him the cross-party ambition to build the line? We cannot connect what are the poorest communities in the country with the wealth created by High Speed 2 without the tram line, and we cannot level up what is, in effect, the fifth-biggest city in Britain without it.

[Andrew Stephenson]

The Minister responsible for trams, my hon. Friend Baroness Vere, would be happy to meet the right hon. Gentleman to discuss that and other local priorities. He will be aware that the £1 billion announced in the spending review is only one part of the transport investment that is going into the region. I hope that more good news will be announced for the West Midlands as part of the upcoming integrated rail plan.

[Mr Clive Betts (Sheffield South East) (Lab)]

T1. If he will make a statement on his departmental responsibilities.

--- Later in debate ---

[Judith Cummins (Bradford South) (Lab)]

T4. One of the largest city-to-city journeys to work in the country is between Bradford and Leeds, and those journeys are mostly by car. At scale, Northern Powerhouse Rail would support a 400% increase in rail travel and take 64,000 car trips a day off the roads. With COP under way, do this Government have a strategy to ensure that our covid recovery is by rail, rather than by road, and will that include—because it should—Northern Powerhouse Rail in full, with a city centre stop in Bradford?

[The Minister of State, Department for Transport (Andrew Stephenson)]

The hon. Lady tempts me to speculate on the contents of the integrated rail plan. As I said in response to the hon. Member for Bradford East (Imran Hussain), she will have to wait and see. However, the Government recognise the importance of Bradford, and particularly the connectivity of Bradford to Leeds—two incredibly important northern cities. I hope that we will publish the integrated rail plan very soon.

[Michael Fabricant (Lichfield) (Con)]

T9. The Birmingham cross-city line is, I am told, the second busiest rail line in the whole United Kingdom. A continuation of it is the route from Lichfield to Burton via the National Memorial Arboretum. At present, that line is only used for freight traffic. Will my right hon. Friend the Secretary of State visit—without a harness—so that he can have a look at the rail line for himself and see what a valuable addition it would be to the rail network?

Transport Funding: Wales and HS2

Andrew Stephenson Excerpts

Tuesday 26th October 2021 Westminster Hall

[The Minister of State, Department for Transport (Andrew Stephenson)]

It is a pleasure to serve under your chairmanship, Sir Edward. I thank the hon. Member for Swansea West (Geraint Davies) and right hon. and hon. Members for their contributions. We all understand the great importance of transport and levelling up the United Kingdom. All the Members spoke eloquently about the need for more transport investment in Wales, an issue that the Welsh Affairs Committee looked at recently.

Let me assure Members that a key focus of the Government is to ensure we have a transport network that is not only fit for purpose but, above all, able to deliver a better and more prosperous future for all those we represent. HS2 is one of the many schemes that the Department for Transport is pursuing. It will free up capacity on the conventional rail network and support a shift of passengers and freight from road to rail. I stand here as the HS2 Minister, convinced that HS2 will play a vital role in levelling up all parts of the United Kingdom. However, as we have heard, HS2 is not the only matter at hand, so I will first focus on rail funding more generally in Wales and other points raised, before turning the HS2.

Let me be clear: we are investing in Wales. The current control period has seen a record £2 billion revenue settlement for Network Rail in Wales. Of that settlement, almost £1 billion will be spent on renewing and upgrading infrastructure to meet the current and future needs of all passengers, such as the complete restoration of the iconic Barmouth viaduct in Gwynedd. Investments in new stations are being made apace, such as at Bow Street in Ceredigion; line enhancements are being made in north, south and mid-Wales; major upgrades are being made to Cardiff Central station; and level crossing upgrades are being made to the Wrexham-Bidston line. That work is happening now, but a lot more is coming down the pipeline, including the opening-up of opportunities for work, travel and leisure for Wales and across the UK.

Members will of course be aware that the interim report of Sir Peter Hendy’s Union connectivity review was published earlier this year. It identified that rail capacity and connectivity issues need to be addressed in north and south Wales. In response, the Prime Minister made £20 million available to assess options on the road and rail schemes, which the review has identified as crucial for cross-border connectivity. I am glad to say that my officials are working closely and collaboratively with the Welsh Government and delivery bodies to identify potential projects to be supported, in line with our continued support for the Welsh Government in their ambition to have greater control over Welsh rail infrastructure. That is evident in our collaborative approach to working with our partners to divest the core valley lines to the Welsh Government. We expect the final Union connectivity review report to be published in the autumn, when the Government will consider Sir Peter’s recommendations to improve connectivity across the UK.

I will touch on a few of the investments that are currently under way. As we speak, important work is going on to transform Cardiff Central station. The rail network enhancements pipeline has allocated funding of £5.8 million to Transport for Wales for that work, supported by funding of £4 million from the Cardiff city deal. The design and business case work is expected to be completed next year, and it is an example of the strong collaboration in place between the UK and Welsh Governments.

The Cambrian line upgrade will bring the line’s digital signalling up to date. That much-needed upgrade will in turn enable the introduction of new trains and allow the system to work seamlessly with other digital signalling schemes. Further funding for that upgrade has been allocated to deliver the work by May 2022. A third example of a recent project is the Conwy valley line, which includes the longest single-track railway tunnel in the UK. Some £17 million was spent to repair and restore it, making it fit for passengers again after multiple floods in the past five years.

Such projects have an enormous effect on communities, and I know that there will be many more enhancements in the years to come. The north Wales metro strategy board has been established by Transport for Wales to integrate the proposals for transport improvements in the region, building on the exciting opportunities highlighted by those at Growth Track 360, for example, whom my hon. Friend the Member for Vale of Clwyd (Dr Davies) and I met last year, to transform north Wales and deliver 70,000 new jobs over the next 20 years.

The Department for Transport and Network rail are supporting the work of the board in providing advice on progression of the programme. There are plans to reduce journey times on the north Wales coastline between Crewe and Holyhead. The outline business case proposes an increase in line speeds, with the goal of improving journey times between north Wales, the north-west of England and other major UK centres.

Transport for Wales has recently commissioned a further strategic study into timetable optimisation and connectivity into northern powerhouse rail and HS2. It will also consider the case for further infrastructure enhancements including decarbonisation options for the line. Finally, in March, the Chancellor of the Exchequer confirmed funding of £30 million for the establishment of a global centre for rail excellence in Wales.

[Jonathan Edwards]

All the schemes that the Minister has mentioned are extremely noble, but what is the total percentage allocated to Wales in the control period? Is the reality not that, compared with investments across the rest of the UK, especially in HS2, Wales is being offered crumbs under the table?

[Andrew Stephenson]

I thank the hon. Gentleman for bringing me to that point. [Interruption.] I have a nosebleed; I will try to power through, but I apologise for any sniffing, Sir Edward.

[Sir Edward Leigh (in the Chair)]

If you wish to sit down and speak, you may.

[Andrew Stephenson]

It is fine. The Network Rail regulatory financial statements and expenditure breakdowns show that Wales received around 4% of all Network Rail spending in 2011-12 to 2015-16, and 6% in 2016-17 to 2018-19. In 2018-19, the spend on Wales was 6.1% of the England and Wales figure, or 5.4% of the England, Wales and Scotland figure. The figures include Network Rail’s spending on operations, maintenance, renewals and enhancements. Does that clarify the hon. Gentleman’s point?

[Liz Saville Roberts]

We understand that to be the total spend, but we also understand that the spend on investments, development and improvements is where the spend in Wales is so much spectacularly lower than we would expect, in terms of the 11% of the rail infrastructure that we have and in comparison with the conventional Barnett formula of per head of population.

[Andrew Stephenson]

I thank the right hon. Lady for her point. The UK Government work collaboratively with the Welsh Government on putting forward business cases. As she will be aware, we do not allocate set proportions by region across the United Kingdom; we work on where the enhancements deliver the best possible value. We have worked collaboratively with the Welsh Government to bring forward a number of business cases for further investments. We hope to continue to do so. The figures I have just outlined show that an increasing proportion of the Network Rail budget is spent in Wales—something I am sure the right hon. Lady would welcome.

[Liz Saville Roberts]

I want to be clear on this, because that, of course, includes Barmouth Bridge in my constituency, which is more than 150 years old. We will have to do work on it, if it is to be maintained as a line. I take issue with the Minister on levelling up. I rarely find myself trying to argue the Union point, as I do here, but if we are talking about levelling up, those areas of the United Kingdom that most need infrastructure will not receive it unless it is given by central Government. Wales is a classic example of this, yet we see that infrastructure investment in railway, the electricity grid and all the infrastructure needs we will have in the future to change to net zero—those are the areas where Wales is lacking. I would welcome the Minister showing us his future intentions on these arguments.

[Andrew Stephenson]

On this point we are going to have to agree to some extent to disagree. Through the Union connectivity review, the Government are demonstrating their real desire to invest more. We are investing record sums in rail across the whole United Kingdom. The £4.8 billion levelling up fund, of which at least £800 million will be allocated to projects in Scotland, Wales and Northern Ireland underlines the Government’s commitment. Changes to the Green Book will directly help projects in Wales in the way that I hope they will help projects in the north of England, where my constituency of Pendle is located.

I think we all share a desire for projects to be moved forward at pace. As a Rail Minister, I will not argue against even more investment in rail, but the statistics I have put on record today show that we are working collaboratively with the Welsh Government in order to deliver significant projects that the right hon. Lady’s constituents and other constituents want to see across Wales.

[Geraint Davies]

The Minister will know that, having left the European Union, Wales will no longer benefit from convergence funding of the order of billions of pounds and that the UK shared prosperity fund has not kicked in to do anything about that. He will also know that convergence funding is focused on alleviating poverty through building skills and productivity and employment opportunities. He has also mentioned that the Department for Transport reaches its criteria on the basis of best value, as opposed to the criteria for convergence funding. Therefore, will he look again at those criteria, given that we are losing convergence funding based on poverty and building productivity, as opposed to best value, which just rewards existing productivity? In particular, given that his list of projects seems to end at Cardiff and, of course, west of Cardiff, there is a lot of Wales with a lot of needs. As has been pointed out, if we had had our fair share of HS2, we would have had another £5 billion, which is a lot more than the totality of what he is talking about.

[Andrew Stephenson]

The hon. Gentleman tempts me to go on to matters that may be covered in the spending review or the Budget on convergence funding and other issues. I do not wish to tempt fate by speculating about what may be announced later this week.

I will just return to the points that were made by several Members in relation to the Welsh Affairs Committee’s report on rail infrastructure in Wales. The report emphasised that it is clear that a joined-up approach to Welsh infrastructure needs is required in order to unlock investment. Therefore, we have responded positively to the Committee’s recommendation for a Wales rail board and are currently working with the Welsh Government to establish that. The board will build on the excellent collaborative arrangements in place between the two Governments to address the effects of the pandemic on transport in Wales and across the border.

I have tried to cover in detail some of the rail projects and proposals that are in the pipeline; there are many more that I could mention. I wanted to do that to give right hon. and hon. Members a sense of the momentum that is building behind this work. We all want the same thing: for Wales to benefit from improved transport infrastructure that will increase productivity and give people a greener way to travel, leading in many cases to a better quality of life.

My Department has also been working closely with the Welsh Government on identifying road investment priorities along the border between Wales and England. This work has secured joint funding from both Administrations for National Highways to develop the long-mooted A483 Pant-Llanymynech bypass. We hope that further joint funding will be made available for its construction and to examine the options for other priority cross-border links. Also, the UK-wide levelling-up fund, which I mentioned before, will invest £4.8 billion in local infrastructure, including local transport, regeneration and culture, over the four years between 2021 and 2025, and at least £800 million of that will go to Scotland, Wales and Northern Ireland.

Finally, I turn to HS2. HS2 is a low-carbon transport system for the future. It will take lorries off the road, benefiting the whole of the UK in the future and playing a role in achieving our transition to a carbon net zero future by 2050. HS2 will also contribute to sustainable growth in towns, cities and regions across the country, spreading prosperity and opportunity more evenly.

Let me start by saying something about the costs of HS2, because they were mentioned by the hon. Member for Swansea West and other Members. The phase 1 full business case, published in April 2020, set out the full cost of the HS2 network at £98 billion—a figure that is, of course, subject to decisions that will be made shortly in the integrated rail plan. Phase 1 has a target cost of £40.3 billion, and my parliamentary report last week showed that, despite covid, delivery remains on track and within budget. The project also retains cross-party support from the three main UK political parties.

I recognise that there is some concern, which we have heard again in this debate from several hon. Members, that Wales may not benefit from HS2, with the recent Welsh Affairs Committee report recommending that HS2 be reclassified as an England-only project. However, the regenerative effects of HS2 will be felt across the whole of the UK and not just along the line of route. As the Welsh Affairs Committee report acknowledged, the project has several thousand jobs as part of its supply chain that span the UK, including Wales. More than 20 businesses in numerous Welsh constituencies have already won work for HS2, including businesses in Bridgend, Montgomeryshire and Swansea West. For example, I understand that Wernick Buildings, a business based in Port Talbot, has already worked on HS2. Hon. Members can review the HS2 supply chain map to see the geographical spread of the businesses that have delivered work on HS2, including in their own constituencies.

On the services side, HS2 will enable quicker and more train services to north Wales. The HS2 route to Crewe, for which the west midlands-Crewe section gained Royal Assent in February, will provide shorter journey times for passengers, benefiting those who are interchanging at Crewe. Such shorter journey times are currently possible on the west coast main line to Holyhead. HS2 will also free up capacity on the existing west coast main line, which could of course be used for additional services, including for rail freight, which will remove lorries from the UK road network.

Also, as has been pointed out by my hon. Friend the Member for Montgomeryshire (Craig Williams), HS2 will dramatically increase capacity for Birmingham, which of course will free up capacity on the existing lines. That will benefit my hon. Friend’s constituency.

Turning to the Barnett point made by several right hon. and hon. Members, the fundamental difference with Scotland is that the Department for Transport has responsibility for heavy rail infrastructure policy across England and Wales and therefore spends money on heavy rail infrastructure in Wales, rather than providing Barnett-based funding to the Welsh Government in relation to heavy rail spending in England. That is consistent with the funding arrangements for all of the reserved UK Government responsibilities and within the statement of funding policy.

However, due to the use of departmental comparability factors in the Barnett formula spending reviews, the Welsh Government have actually received a significant uplift in their Barnett-based funding due to the UK Government spending on HS2. I hope that reassures Members as to why there is a difference. I have set out how we are expanding the amount of network rail funding that is going into Wales. On top of that, there have been significant Barnett consequentials provided to the Welsh Government.

To conclude and to reiterate, investing in Welsh transport infrastructure is an investment in future generations. Ensuring that our transport capability matches our great ambitions for our constituents’ prosperity and wellbeing is a priority for the Government, and one that I know all Members across the House share. We owe it to our hard-working constituents to invest in the most sustainable forms of transport for the future, delivering both on the green industrial revolution and on our pledge to build back better from the events of the past two years.

Planning Update

Andrew Stephenson Excerpts

Thursday 21st October 2021 Written Statements

[The Minister of State, Department for Transport (Andrew Stephenson)]

I have been asked by my right hon. Friend, the Secretary of State to make this written ministerial statement. This statement confirms that it has been necessary to extend the deadlines for decisions on the following two applications made under the Planning Act as indicated below to allow for further consideration of environmental matters:

M25 junction 10/A3 Wisley interchange: for the proposed development by National Highways which would authorise a number of improvements to the junction between the M25 and the A3. The Secretary of State received the Examining Authority’s report on 12 October 2020 and the current deadline for a decision was 12 November, having been extended from 12 January 2021 to 12 May 2021 and then to 12 November 2021. The deadline is now extended to 12 May 2022;

M54 to M6 link road: for the proposed development by National Highways which would authorise a link road between junction 1 of the M54, junction 11 of the M6 and the A460 to Cannock. The Secretary of State received the Examining Authority’s report on 21 July 2020 and the current deadline for a decision was 21 October 2021. The deadline is now extended to 21 April 2022.

Under section 107(1) of the Planning Act 2008, the Secretary of State must make his decision within three months of receipt of the Examining Authority’s report unless exercising the power under section 107(3) to extend the deadline and make a statement to the Houses of Parliament announcing the new deadline.

The Department will also endeavour to issue decisions ahead of the deadlines above wherever possible.

The decision to set new deadlines is without prejudice to the decisions on whether to give development consent for the above applications.

[HCWS344]

HS2 6 Monthly Report to Parliament

Andrew Stephenson Excerpts

Wednesday 20th October 2021 Written Statements

[The Minister of State, Department for Transport (Andrew Stephenson)]

Review of High Speed 2 (HS2) including programme update, local community impact and engagement, environment and benefits.



I am proud to report significant progress on High Speed 2 (HS2) in my third update to Parliament on the project. We remain within budget and schedule, have hit major construction milestones, made substantial progress with key procurements, and are crucially supporting more jobs than ever before—all demonstrating just how HS2 is central to this Government’s mission to ‘Build Back Better’ from the covid-19 pandemic.



Key achievements in this reporting period are—February to August 2021 inclusive:



Recent announcement that the project now supports 20,000 jobs, just over a year since the Prime Minister marked the start of main construction. To date, over 2,200 businesses, 97% of which are UK-registered, have delivered work on HS2.

Launching the first tunnel boring machines (TBMs) that are digging the 10-mile-long tunnels underneath the Chilterns hills. The two TBMs have driven a combined distance of approximately 1.5 miles and are progressing ahead of schedule. Construction on the new ‘superhub’ HS2 station at Old Oak Common—supporting 2,300 jobs and 250 apprenticeships—has also started.

At Euston, we’ve confirmed the move to a less complex, more efficient 10-platform design, which can be built in a single-stage, and can still support the full operation of the HS2 network.

Releasing tenders for Phase One and 2a rail systems packages, with 14 rail systems packages available over the next two years—which include systems for track, power, signalling and communications.

On Phase 2a, commencing early environmental works which marked the first stage in extending the railway from the West Midlands to Crewe and starting procurement for a Design and Delivery Partner (DDP).

Announcing the Government’s commitment to deliver a ‘net gain’ in biodiversity for the next Phase of HS2—Crewe to Manchester.

This report uses data provided by HS2 Ltd to the HS2 Ministerial Task Force for phases 1 and 2a, and covers the period between February 2021 and August 2021 inclusive. Recommendations from the Public Accounts Committee (PAC) report of 22nd September 2021 have been considered and I will provide an update on the continued implementation of these recommendations in my next report.



Programme update



Schedule



In my last report, I confirmed that phase 1 remained within its projected delivery into service (DiS) range of 2029 to 2033. I also committed to providing an update on the outcome of a schedule re-planning exercise to mitigate the impact of delays that have arisen since the schedule was set at the start of last year—of which some are covid-19 related.



This exercise was undertaken by HS2 Ltd and its suppliers, and the exercise has now concluded. Construction activities have been successfully re-sequenced to deliver a schedule that reflects an increasingly mature understanding of the years of works ahead. The resequencing helps resolve a large number of previously reported schedule pressures, while still retaining the phase 1 DiS range of 2029 to 2033. The cost of these mitigations has been assessed at £110 million and will be covered by contingency delegated to HS2 Ltd.



While the forecast DiS range for phase 1 remains 2029 to 2033, HS2 Ltd has identified some potential minor delays in the southern section of the line of route and tunnels leading into Old Oak Common from outer London. Our focus now is to identify efficiencies and control risk in these key areas. The most notable risks include:



Residual delays in completing enabling works and handover to Main Works in certain locations.

Slower than planned design progress and securing planning consents by the Main Works Civils Contractors that are limiting productivity of the supply chain.

The consequential impacts of covid-19, which has continued to cause disruption within this reporting period.

Following Royal Assent of the phase 2a High Speed Rail Bill, the phase 2a DiS range has now been set to 2030 to 2034. New delivery arrangements have been approved, including a DDP that will act as a strategic partner for HS2 Ltd to provide support in managing design and construction.



Affordability



HS2 remains within budget. The overall budget for Phase One, including Euston, remains £44.6 billion. This is composed of the target cost of £40.3 billion and additional Government-retained contingency of £4.3 billion. The target cost includes contingency delegated to HS2 Ltd of £5.6 billion for managing risk and uncertainties.



On phase 2a, revised delivery arrangements were approved in June based on an updated cost range of £5.2 billion to £7.2 billion, broadly similar to the National Audit Office’s (NAO’s) report of January 2020. Arrangements will be formalised in the spending review.



To date, out of the phase 1 target cost of £40.3 billion, £12.9 billion has been spent, with an additional £1 billion for land and property provisions. £12.4 billion has additionally been contracted, with the remaining amount not yet under contract or drawn as contingency.



Since my last report, the first £15 million of the £4.3 billion of Government-retained contingency for phase 1 has been allocated, to increase the number of trains that Old Oak Common station can serve from three to six trains per hour while it acts as the temporary London terminus. This will unlock substantial economic benefits until the completion of the new HS2 station at Euston.



To date, HS2 Ltd has drawn about £0.8 billion of its £5.6 billion delegated contingency. Contingency use to-date reflects an increase of about £0.4 billion since my last report to Parliament. The rate of contingency draw is expected at this stage given the nature of current enabling and civils works and the scale and complexity of the programme.



HS2 Ltd is currently reporting future potential cost pressures of around £1.3 billion—compared with my previous update of about £0.8 billion. If these cost pressures materialise, they will be drawn from contingency held by HS2 Ltd, of which £4.8 billion remains. Of the £1.3 billion potential contingency drawdown, the key cost pressures currently being reported which may require a call on contingency delegated to HS2 Ltd if not mitigated are:



An estimate of £0.6 billion for the slower than expected mobilisation of Main Works Civils Contractors for phase 1, associated with delays to enabling works handovers, design approvals and securing of planning consents. This estimate is, in part, informed by the schedule re-planning exercise.

A £0.4 billion pressure on Euston cost estimates—which remains unchanged from my last update to Parliament. However, now that the move to a smaller, less complex 10-platform single stage delivery strategy at Euston has been confirmed—which will still support the full operation of the HS2 network, the Department for Transport (DfT) anticipates that cost pressures at Euston will be reduced as the updated station design is developed over the coming months.

A further £0.15 billion pressure has been reported for delivering on-network works on the existing Euston network that are required to facilitate the new HS2 station.

HS2 Ltd has identified over £0.3 billion in savings and continues to focus on realising further efficiencies and opportunities to reduce the cost of phase 1.



On covid-19 costs—which will be managed from within Government-retained contingency—HS2 Ltd is making good progress with its suppliers to quantify the impacts on individual contracts ahead of submitting claims to request drawdown of Government-retained contingency. Since my last report, HS2 Ltd has updated its assessment of the likely financial impact of the pandemic on delivering phase 1 and estimates the full costs within the range of £0.4 billion to £0.7 billion—this has been authorised by DfT. The assessment was based on the extended duration of restricted working practices anticipated to run to a revised end-point assumption of December 2021.



DfT and HS2 Ltd have agreed in principle a set of initial claims that include direct and measurable costs of restrictions that relate to the initial phases of covid-19 in 2020. These will now be subject to Government scrutiny and will require formal approval before funds from Government-retained contingency can be allocated.



Delivery



On phase 1, work is well under way at our 340 sites between London and the west midlands and construction of the line-of-route continues to gather pace. Health and safety remains a top priority for the project as work continues to ramp-up. With over 4 million hours worked across the programme per month, there has been an increase in the number of safety related incidents. HS2 Ltd is focused on continual improvement with its supply chain including through embedding lessons learned and cross-functional learning between integrated project teams comprising of HS2 Ltd staff and its contractors.



The launch of the first 2 TBMs—Florence and Cecilia—marked a significant moment for the project. The TBMs are the largest ever used on a UK rail project and will excavate tunnels underneath the Chilterns for the next three years. Further TBM launches are planned in the coming months, including excavation under Long Itchington Wood.



Elsewhere, good progress has been made on the four new HS2 stations along phase 1. In June, the Transport Secretary visited Old Oak Common to mark the start of permanent construction. This ‘super-hub’ station truly shows the Government’s “Plan for Jobs” in action—kickstarting major regeneration, supporting 2,300 jobs and 250 apprenticeships in construction.



In the west midlands, a design and build contract for Birmingham Curzon Street station was awarded to HS2 Ltd’s new construction partner on time. HS2 Ltd has also recently announced the shortlist of bidders for the contract to build the award-winning Interchange Station in Solihull, and contract award is planned for summer 2022.

In response to a recommendation from the Oakervee Review about looking into the efficiency of the Euston station, the move to a smaller, simpler 10-platform station design at Euston has now been confirmed, which can be built in a single-stage—instead of an 11-platform, two-stage build. This will provide a more efficient design and delivery strategy and play a significant role in mitigating the affordability pressures recently identified. Moving to this revised HS2 Euston station design maintains the station infrastructure capacity to run 17 trains per hour, as set out in the phase 1 full business case. We are continuing to explore opportunities for greater integration between the HS2 and Network Rail stations through the Euston Partnership, and to optimise the oversite development above the Euston terminus. Further details will be provided in my next update.



We have reached a major milestone on the procurement of rail systems. HS2 Ltd has started to release tenders for phase 1 and 2a rail systems packages for systems such as track, catenary, power, control and communications. This will continue over the next two years.



There have been various legal challenges to the rolling stock process, but we expect the contract award to be in the autumn subject to there being no further challenges. It is not expected that this delay will affect the planned opening of phase 1 services.



Following Royal Assent of the Phase 2a High Speed Rail Bill, we have continued to deliver the enabling works contracts, consisting of ground investigations, utility diversions and environmental works. Early environmental works mobilisation commenced in April and the second enabling civil works package in July. The procurement of the DDP and advanced civil works contract (ACW) started in June; the tenders for ACW have now been released; and the publication of the DDP tenders is due to happen shortly.



On phase 2b, preparations are under way for a hybrid Bill for the western leg—between Crewe and Manchester —to be deposited in Parliament in early 2022.



We will soon publish the integrated rail plan (IRP) for the North and Midlands which will set out how we will deliver and sequence HS2 phase 2b, Northern Powerhouse Rail and other major rail schemes, such as Midlands Rail Hub, to ensure transformational rail improvements and benefits are delivered to passengers, businesses and communities more quickly.



Local community impact and engagement



As HS2 Minister, I expect affected communities to be at the heart of our plans for this project. That is why I previously committed to follow-up on the conclusions of the Land and Property Review published in November 2020.



The Land and Property Review generated a number of proposals intended to transform how people and businesses affected by HS2 are treated. I am delighted that DfT and HS2 Ltd have implemented over half of these proposals, double the number implemented at the time of my last report. This spring, I went a step further and launched a six-week public consultation to seek views on proposals that required further engagement—how to improve community engagement on the land and property buying programmes, and how to protect the interests of those affected. Findings from the consultation, which will be published this autumn, will inform policy changes.



A priority since my last report has been to ensure that the Transport Secretary secures all the land needed to build the first phase of HS2 before compulsory purchase powers expire in February 2022. HS2 Ltd remains on target to complete the process of serving compulsory purchase notices on landowners where property is to be permanently acquired before the end of compulsory purchase powers. Affected property owners are being notified. We recognise that compulsory purchase has an impact on property owners, some of whom will see land that was previously taken into temporary possession now permanently acquired, and HS2 Ltd is talking to land owners to explain why this is necessary.



Over £10 million of funding has now been distributed by the HS2 Business, Community and Environment Funds. This milestone means over a quarter of the Phase One funds have now been allocated, delivering community benefits across 172 projects located near the line of route. Since April this year, a further £5 million has been made available to extend the funds to communities and businesses living on the Phase 2a route. These funds play a crucial role in ensuring a positive legacy for communities most affected by HS2 construction and I look forward to many more projects up and down the line being supported.



In terms of community impacts, DfT’s independent team of construction inspectors now act on my behalf to objectively assess community concerns. The inspectors have now visited many sites along the Phase One route, identifying a range of good practice and innovation, as well as some risks—notably difficulties with acquiring planning consents and delays caused by illegal protestors. A refreshed HS2 Community Engagement Strategy will also be launched soon.



With regard to protester activity, which HS2 Ltd estimates has cost the project up to £80 million, the Government are making sure that HS2 Ltd, its supply chain, emergency services and wider Government have a co-ordinated response to illegal protest. Regrettably, some protesters have turned to violent and aggressive behaviour, particularly against HS2 Ltd’s supply chain. The Government are taking steps to ensure that illegal protestor activity is properly dealt with and that safety risks are minimised.



Environment



As we look to the 2021 United Nations Climate Change Conference (COP26), I wanted to reiterate the Government’s ambition of building the most sustainable high-speed railway in the world, so we play our part in helping the UK to tackle climate change and reach net zero carbon emissions by 2050.



I am delighted to confirm that HS2 Ltd will shortly publish its first environmental sustainability report, which will provide a clear and up-to-date account of HS2’s environmental impacts and the important work that is being deployed to mitigate for any adverse effects.



Further to this Government’s previous commitment to deliver ‘no net loss’ to biodiversity across all phases, I am pleased the Government confirmed in June their further commitment to aim to deliver a ‘net gain’ to biodiversity for the next phase of HS2, the Crewe to Manchester scheme. This commitment will build on the significant environmental legacy of earlier Phases, such as the new nature reserve on the Colne Valley Western Slopes, which recently received local planning approval.



I also recently launched the new £2 million Biodiversity Investment Fund (BIF) on phase 2a to identify opportunities to work with local stakeholders to produce biodiversity gains through the creation and restoration of ecological habits along the phase 2a route.



Good progress is also being made on delivering our decarbonisation agenda. The Government published their Transport Decarbonisation Plan, which outlines the policies required to enable the sector to meet its net zero emissions target by 2050. HS2 will be an integral part in delivering the UK’s future net zero rail network.



Benefits



Since my appointment as HS2 Minister, I have been totally committed to ensuring the benefits of HS2 are realised as widely as possible. In August I welcomed the announcement that, at its peak, HS2 will support 34,000 jobs, 4,000 more than forecast in my last update. The jobs boost comes at a crucial time as the UK strives to “Build Back Better” from the pandemic. HS2 is already playing a crucial role in the UK’s post-pandemic economic recovery, with over 20,000 jobs currently supported. In addition, over 2,200 businesses have delivered work on HS2, with 97% UK registered.



HS2 Ltd has a clear benefits management and evaluation strategy that drives how the programme’s benefits for each phase flow through to the HS2 supply chain. The DfT continues to work closely with HS2 Ltd, local Government and central Government Departments to maximise the benefits of HS2 for people, communities and businesses. The DfT and the Department for Levelling Up, Housing and Communities are continuing to engage with HS2 station places, to understand their local growth and regeneration ambitions, and how we can work with them to realise those ambitions.



The publication of HS2 Ltd’s ‘Building Skills to Deliver’ report demonstrates the potential opportunities HS2 has to offer as we level up our country. The report highlights the critical role that HS2 is playing in supporting young people and unemployed people back into work after the pandemic. It notes that the total workforce for phase 1 and 2a is expected to peak at around 26,500 people over the next two years and that there will be a constant labour demand of 23,600 to 26,500 people from now until 2025-26. The report also reaffirms that the HS2 programme will create 2,000 apprenticeships, with over 650 having been started since 2017. HS2 Ltd is also committed to promoting opportunities to local people as well as those from underrepresented and disadvantaged groups.



Forward Look



On phase 1, focus remains on overseeing the massive construction programme and I expect progress on closure of remaining early works, with handover of sites by summer 2022. I expect to see HS2 Ltd award the contract for rolling stock, and for HS2 Ltd to complete the process of serving compulsory purchase notices on landowners where properties are to be permanently acquired.



On phase 2a, focus remains on selecting a DDP and to launch procurement for the main civil works framework which is expected to commence in early 2022.



On phase 2b, work on legislation for the Crewe to Manchester scheme continues, with the view to depositing a hybrid Bill in early 2022.



On wider programme governance, I would like to thank Allan Cook CBE who left HS2 Ltd in July after two and an half years as Chairman. A search is underway to find a new Chair and I will provide an update on this in my next report. I am also currently working to complete an updated HS2 Framework Document and Development Agreement to ensure continued effective governance between DfT and HS2 Ltd.



I will continue to engage closely with Parliament and will provide my next report in spring 2022.



Annex A: Six-Monthly Financial Report



All figures in this report are presented in 2019 prices unless stated otherwise.

HS2

Andrew Stephenson Excerpts

Monday 13th September 2021 Westminster Hall

[The Minister of State, Department for Transport (Andrew Stephenson)]

It is a real pleasure to serve under your chairmanship, Mr Mundell. I thank the hon. Member for Coventry North West (Taiwo Owatemi) for opening this debate, and right hon. and hon. Members for their contributions.

I welcome the continued public scrutiny of the high-speed rail programme. I will address some of the key issues raised during this debate, although I probably have only about seven minutes left to reply.

[Craig Tracey (North Warwickshire) (Con)]

Unfortunately, I did not get called in the debate, but the Minister already knows my strong opposition to the scheme. I want to press him on the benefit-cost ratio. The Oakervee review said it had already dropped from 2.3 to 1.1, and post pandemic we can expect it to come down even further. Does he agree that we need another review so that we can properly assess the value of the scheme?

[Andrew Stephenson]

I thank my hon. Friend for that point. I will talk about the benefit-cost ratio if I get there in time. The last benefit-cost ratio for the scheme was of course published when the last full business case was published in April 2020. It is worth saying that this is a long-term investment in the future of our country, and we should not base long-term investment decisions on what has been happening over 18 months.

[Yvette Cooper (Normanton, Pontefract and Castleford) (Lab)]

I am one of those who are deeply sceptical about the value for money of this project. I can think of considerable other ways to invest that money that would have a much stronger economic benefit. On the impact of the covid pandemic, has the Minister considered the long-term impact of the growing use of Zoom, electronic communications and so on? Surely any sensible Government would look at the impact of that on business travel, commuter travel and so on as part of this project.

[Andrew Stephenson]

I thank the right hon. Lady for her point. Of course, the Government are looking at this in a cross-Government way. We are looking at changing working patterns, which have impacts not only on transport investment but on regeneration and a whole range of things. We will say more about our thinking in the coming months. As we said in the Queen’s Speech, we intend to bring forward a western leg Bill. Obviously, it would have to be accompanied by projections for the whole network, not just the western leg, so I hope we will publish more information on that in the very near future.

[Andy Carter (Warrington South) (Con)]

I look forward to the Minister publishing more information. I also look forward to the integrated rail plan, which I am keen to see, with recommendations to scrap the Golborne spur leg, which impacts my constituency. It is a £2 billion line that basically goes nowhere. It brings all the pain and no gain to Warrington, so I ask him to prioritise scrapping it.

[Andrew Stephenson]

My hon. Friends the Members for Warrington South (Andy Carter) and for Leigh (James Grundy) continue to push me on the Golborne spur. That is one of the many decisions that will be taken as part of the integrated rail plan, so I hope to be able to say more about that soon.

[Mr Khalid Mahmood]

I spoke earlier about my constituent Darren Barnett and his colleagues, who are stuck in a financial straitjacket, both economically and personally. They are not able to move on because HS2 management in Birmingham has not made the funding available. Will the Minister meet them to explore how we can move this issue forward?

[Andrew Stephenson]

I thank the hon. Gentleman for that point, and I am happy to meet him to discuss this issue. After doing the land and property review shortly after I became a Minister, I looked at a number of these tricky cases. I now review all the cases that are brought to my attention by right hon. and hon. Members on a fortnightly basis. I am more than happy to add that case to the list and meet him personally to see whether we can find a way forward.

[Jason McCartney (Colne Valley) (Con)]

Will the Minister give way?

[Andrew Stephenson]

One last time.

[Jason McCartney]

I thank the Minister for coming to Marsden in my constituency to meet constituents. It is on the TransPennine route. Can we get rid of a myth this evening? Investment in HS2 is not instead of but as well as upgrading the TransPennine route, as well as Northern Powerhouse Rail and local infrastructure. We will get all the benefits only if the eastern leg is delivered and all those investments are made. That would improve jobs, connectivity and the environment, and it is good for our constituents.

[Andrew Stephenson]

I agree with my hon. Friend. I have about two minutes left, so I will say that HS2 is going full steam ahead. It is a railway of which we hope the country can be proud for many generations to come. Construction has now begun in earnest, with more than 300 active construction sites along the line of route from Birmingham to London. This year, we have achieved significant milestones, and momentum behind the project is growing. Today, we announced that HS2 is now supporting more than 20,000 jobs, just one year since the Prime Minister declared the formal start of construction of the Birmingham to London stretch of the route. This year, we will celebrate many brilliant feats of engineering, including the start of tunnelling under the Chilterns, with our two tunnel-boring machines having now tunnelled 1.5 km underground.

Many Members have expressed various concerns, and I am more than happy to meet them after the debate. I know that HS2 is a project that inspires strong feelings on all sides, as all major infrastructure projects do. All right hon. and hon. Members present know that the Government carefully considered the merits of proceeding with HS2, which has almost certainly been subject to more parliamentary scrutiny than any other infrastructure project. Our firm conclusion was that HS2 should go ahead, and it is now progressing, as I have outlined. In setting out the decision to proceed, we made a clear commitment to draw a line under past problems. This is a once-in-a-generation major infrastructure project that will shape this country for well over 100 years, showcasing our skills in engineering and construction.

Many comments have been made during the debate. My right hon. and learned Friend the Member for Kenilworth and Southam (Jeremy Wright) made a very reasonable speech, and I look forward to visiting his constituency next week. The hon. Member for York Central (Rachael Maskell) raised her concerns about regeneration plans around York station. I heard about those plans when I visited the National Railway Museum, and I am more than happy to meet her to talk in more depth about them.

My hon. Friend the Member for Buckingham (Greg Smith) has been consistent in his opposition to HS2. I was grateful that he recently took the time to introduce me to some of his councillors and residents. The hon. Member for Chesham and Amersham (Sarah Green) raised her concerns about community engagement, aquifer and bentonite. Let me be clear that the continued supply of high-quality drinking water from the Chilterns aquifer is a high priority. I would be happy to meet the hon. Lady.

My hon. Friend the Member for Stone (Sir William Cash) made clear his opposition to HS2, but also his desire to see changes to phase 2a. I am happy to continue to engage with him on the changes that he would like to see. The hon. Member for Blackley and Broughton (Graham Stringer) made some valid points about the opposition that infrastructure projects have always attracted over the years, and I thank him for his support on pushing ahead. My hon. Friend the Member for Aylesbury (Rob Butler) raised some concerns on behalf of his constituents, as he has been doing consistently since he was elected. I look forward to continuing to work with him to mitigate those impacts.

[Esther McVey]

For the questions that the Minister could not answer, will he write with full answers?

[Andrew Stephenson]

I am happy to commit to that.

[David Mundell (in the Chair)]

Sincere apologies to everyone who was not called because of the shortness of time, as Ms McVey has pointed out. I call Ms Owatemi to conclude the debate.