Aviation Strategy

Andy Slaughter Excerpts

Thursday 24th October 2013 Commons Chamber

[Mrs Ellman]

I am about to address that very point. The situation could be dealt with in three ways: build an entirely new hub airport; link existing airports through high-speed rail to form a split hub; or expand one or more existing airports.

Many of the proposals for a new hub airport would locate it to the east of London in the Thames estuary area. There are significant challenges associated with building such an airport, including the difficulty of designing airspace in an already crowded environment, and the need to mitigate bird strike and to deal with environmental challenges such as future sea-level rises and the risk of flooding. Noise would also become an issue for the many people who inevitably would move into the area.

We commissioned specific research into the options and it became clear that, in addition to the factors I have mentioned, the first option would inevitably lead to the closure of Heathrow, threatening more than 100,000 jobs, which would be devastating. It would also require a significant public subsidy of up to £30 billion towards surface infrastructure and compensation for the closure of Heathrow, which would be on top of the tens of billions of pounds that it would cost to build the new airport itself.

The second option is to link existing airports through high-speed rail to form a split hub, perhaps involving Gatwick and Heathrow—Heathwick. That was rejected because of uncompetitive connection times for transferring passengers, especially compared with the transfer times of competitor hubs overseas. The third option is to expand one or more of our existing airports. We looked in detail at the possibility of expanding Gatwick and/or Stansted as alternatives to the expansion of Heathrow, but new runways alone, distributed across a number of airports, will not provide a long-term solution to the specific problem of hub capacity. We concluded that expansion of Heathrow with a third runway would be the best way forward, and that was also the solution that British business throughout the country overwhelmingly favoured.

[Mr Andy Slaughter (Hammersmith) (Lab)]

I appreciate the work the Committee has done, but I wonder whether it has been somewhat bamboozled by the public relations operation that is Heathrow. The fact is that it has been the only game in town for a number of years. To dismiss the option of expanding other south-east airports as a split hub, rather than viewing them as a network serving the whole of the huge city of London and the south-east, is somewhat too glib.

[Mrs Ellman]

I thank my hon. Friend for his comments. Our report looks specifically at his suggestions, but we came to the very clear conclusion that the expansion of Heathrow was the only realistic option. We recognise that there might be a case for additional runways at Gatwick and perhaps Stansted, but that is not an alternative to additional hub capacity at Heathrow.

We acknowledged the need to address the very real environmental objections that may arise. In particular, noise in excess of 55 dB is a major problem for more than 700,000 people in the airport’s vicinity. We have suggested a number of steps that could be taken to mitigate that serious issue. Planes are getting quieter, but aircraft manufacturers must continue to develop quieter aircraft. To facilitate that, we recommend that the Government, through their involvement with the International Civil Aviation Organisation, try to influence global noise standards. Airports themselves should encourage airlines to take older, noisier aircraft out of service at the earliest opportunity, and people living under the flight path who are affected by excessive noise should be adequately compensated. We have called on the Government to develop a comprehensive, nationwide approach to noise compensation. The Civil Aviation Authority should review existing flight paths and landing approach angles to reduce noise pollution.

Local air quality is also important, and the Government should draw up plans to ensure that the EU limits on air pollutants are met. We were especially concerned about unnecessary emissions that are generated due to the stacking of aircraft over London. We recommended that NATS, the air traffic controllers, should carry out modelling work to identify the extent to which stacking might be reduced if an additional runway was built at Heathrow. Ultimately, any plans for increased aviation capacity must take account of progress on global initiatives to deal with emissions.

It is vital to remember that a hub airport is about serving the national interest, meaning that 63 million people in the UK are affected. Local problems must be addressed, but that must be done in the context of considering the needs of the UK as a whole.

Our report looked at the important role that is played by airports outside the south-east. We hope that increased capacity at Heathrow would improve connectivity to other UK regions as more slots became available. The Government should do more to reduce the barriers that are faced by airports when trying to secure new routes, such as through better marketing or the introduction of an unrestricted open skies policy outside the south-east. The introduction of an air passenger duty holiday, which we have recommended, would also encourage the development of new routes.

In the course of our inquiry, we heard numerous concerns about the high rate of air passenger duty, which is damaging to UK plc and puts UK aviation at a disadvantage compared with our European competitors. We were disappointed that the Government rejected our recommendation to reduce significantly or abolish air passenger duty and we are concerned that they show no willingness to undertake a full review of its economic impact.

Parliament has shied away from deciding whether and where to permit additional aviation capacity in the south-east. That is a prime example of a failure to recognise our infrastructure needs. The Davies commission will produce an interim report at the end of this year with recommendations for immediate action to improve the use of existing runway capacity over the next five years, as well as a short list of options to address capacity over the longer term, but the commission’s final report will not be published until after the general election in 2015.

We must act decisively on this issue before we lose our competitive edge as a global hub for aviation. The commission must provide a robust and independent evidence base for future decisions, as well as recommendations for action. The failure to take a decision has consequences for the UK because it puts our competitiveness and economic success at risk. When the Davies commission reports, it will be time to decide, and that will be the challenge for the 2015 Parliament. I hope that today’s debate assists the House in identifying the key issues so that a conclusion that is in the interests of the UK can be reached.

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[Mr David Lammy (Tottenham) (Lab)]

It is now 10 years since a Government White Paper highlighted the need for action on London’s airport capacity—10 years of dithering and hand-wringing, of refusing to make difficult decisions about aviation and of inaction—so I welcome this debate as an opportunity to highlight the urgency with which this issue must now be addressed.

In the time that successive Governments have pushed this problem into the long grass, London and Britain have lost out. The number of destinations served by Heathrow has dropped by a fifth in the past 20 years and it now has connections to just half the number of cities served by Amsterdam Schiphol. We have been overtaken by our rivals—that is for sure. Schiphol, Charles de Gaulle and Frankfurt all now outrun us. Delays to flights landing at Heathrow are now the highest of any major airport in Europe. This simply cannot continue.

I want to be clear: it is beyond doubt that London and the south-east vitally need increased air capacity. I am pleased that the Davies commission has also reached that conclusion, as, of course, has the Transport Committee. Our capital and the surrounding area face an air-capacity shortfall of £16 million by 2030 and £57 million by 2040. The Department for Transport forecasts that demand for UK airports will double by 2050—an increase of more than 100 million passengers.

There are no easy choices in tackling this problem, but not tackling it is simply out of the question. Last year, Germany overtook the UK for new investments, which is hardly surprising given that it has significantly more connections to developing markets in China, India and Latin America. In fact, London has fewer weekly flights than its European rivals to most of the emerging market economies. Heathrow has nearly half as many flights as Frankfurt to China’s airports, despite the fact that Britain’s trade always increases 20 times over when we have direct flights to that country. That is why, if London is to have a next chapter in its ever-evolving success story, measures must be introduced to increase its airport capacity.

I support the Government’s decision to set up the Davies commission to investigate all options and make a comprehensive recommendation on the best way forward, but I see no need at all for Davies to take three years to make a recommendation. Why does this commission need three years to report on something that the Transport Committee managed to report on in a matter of months? Yes, it is crucial that we get the right decision, that a recommendation is not made hastily and that we should properly examine all of the options, but let us be honest: that will not take three years.

[Mr Slaughter]

I think everybody now knows that the reason why the commission will not report until after the next election is that the Conservative party does not want to lose marginal seats in west London before it comes out in favour of a third runway at Heathrow, which it undoubtedly will if it is in power after the next election.

[Mr Lammy]

My hon. Friend makes the point that I was about to make. He is absolutely right.

We have to be bold, honest and ambitious about what this country needs. Every week delayed is a week in which London and our country lose and our competitors gain. Every week lost is a week in which British industry loses potential business to its international rivals.

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[Mr Andy Slaughter (Hammersmith) (Lab)]

“Aviation Strategy” is a great title for a debate; what we are actually having is the “Is Heathrow going to get away with it yet again?” debate yet again. I fear that those at Heathrow might get away with it, as those of us in west London who have debated these issues with them over 30 years and seen how they operate think they might, because of political cowardice and the way in which politicians of all parties have given in to the airport lobby over that time.

Although we have had some excellent speeches today, I am somewhat surprised by that, because at the moment we have very little of substance to say that is new. The reason for that is partly the vacuum caused by the Airports Commission not reporting until after 2015, for no reason whatever other than political convenience. That has created a vacuum into which has floated the Mayor of London, with his frankly ludicrous suggestion of an estuary airport.

[Rehman Chishti]

Will the hon. Gentleman give way?

[Mr Slaughter]

I do not think I should.

Not only is the idea of an estuary airport distraction politics of the worst kind; it is now affecting Stansted as well. Because the Mayor has virtually abandoned the idea of an airport actually in the river, he is now looking at the four-runway option at Stansted as a fallback position, which has mesmerised those at Stansted, who cannot get on with their ordinary work.

The fact that we had three London airports in the same ownership for so long has constrained the debate and let BAA, as it was then, keep control of the argument. I still do not understand why so many politicians—this includes the last Labour Government—are mesmerised by the airports and airline industry, which are simply looking after their commercial advantage. That has happened to such an extent that the Conservatives in opposition were saying that HS2 should go via Heathrow. That was another mad suggestion, which slowed down high-speed rail, but it has now been abandoned.

We have been ill served by the debate so far—that goes not just for my constituents, but for the general public. Because Heathrow has been making the weather on this issue and because the other airports in the south-east have been so far behind the curve, it has been left to organisations such as HACAN—the Heathrow Association for the Control of Aircraft Noise, led by John Stewart—and community groups to provide the rationale and the arguments, which they have done admirably.

We are now faced with the prospect of two options. I do not have the time to go into this, but I am pleased that other colleagues have talked about the horrendous effects that Heathrow expansion would have, and not just on noise—the fact that 25% of those in the EU who are bothered by serious noise nuisance are from around Heathrow should rule out expansion alone. However, there is also the congestion and pollution, as well health and safety issues. Expansion is therefore simply unthinkable, but so is an estuary airport. Not only would an estuary airport be in the wrong place—hon. Members should see what the chambers of commerce have said about the prospect of that much public money going into such a white elephant; it is a ludicrous suggestion—but it would close Heathrow, as the Mayor of London, its chief cheerleader, says it would, or Heathrow would otherwise be reduced to the size of City airport.

That is not sustainable for either the west London or the UK economy, so why are we so hung up on this idea of a hub airport? In advocating expansion, I am not expert enough to say exactly how it would occur and where it would be possible in a city and a region that has five airports, but Gatwick, which is now making some money, Stansted and Heathrow should all get together and look at that proposal. Failing that, our politicians from all parties should get together, show leadership and put forward a proposal that can deliver short-term gains for public transport and free up the existing capacity and, in the longer term, deliver a network to serve the great capital city, rather than going for an expansion of Heathrow.

High Speed Rail (Preparation) Bill

Andy Slaughter Excerpts

Wednesday 26th June 2013 Commons Chamber

[Lyn Brown (West Ham) (Lab)]

I am delighted to be at this debate and supporting this Bill, providing, as it will, the ability for the Government to spend money preparing the way for a second high-speed rail service serving London and the regions. My constituency has running through it the route of High Speed 1 and, in talking about spending and finance, I would like to draw the House’s attention to the need to ensure that spending on the new route is planned in a way that capitalises on investment already made, so that we get more bang for the taxpayers’ bucks.

How we will do that is by providing for a substantial link between HS1 and HS2. This new spending should provide this link, with the most obvious and effective way being to utilise the connection to Stratford in my constituency of West Ham. I am arguing that the link between HS1 and HS2 should be substantial and robust enough to enable Stratford to play a major role in the wider high-speed network. That would include it being the London stop for those international services that originate in the regions, thus adding to the viability and the financial business case of those services and, indeed, of HS2 itself. I am not aware of any costings yet undertaken on the funding needed for a robust link, so I ask the Minister to enlighten me in his summing up as to whether any are so far available.

If Stratford becomes a major support station in east London catering for HS2, inter-city and inter-regional services, that would significantly reduce the numbers needing to use the Euston terminus, and Euston could be smaller as a result. The planned Old Oak interchange on its own will not enable enough HS2 travellers to avoid the Euston terminus; we need an enhanced role for Stratford in the east to cater for a similar proportion and then we can have a much slimmed-down Euston terminus.

[Mr Andy Slaughter (Hammersmith) (Lab)]

I hate to disagree with my hon. Friend, particularly as she is my Whip, but I think she will see that the overwhelming consensus of opinion is in favour of the Old Oak interchange. Although I understand that she is standing up for her constituents, I think she is whistling in the wind rather here.

[Lyn Brown]

Old Oak—where? All I would say to my hon. Friend is that Stratford has an international station, called the Stratford International station—the message is in the title. I suggest that he needs to look further and wider than his local concerns in order to understand the case. And if he ever wants to be slipped again, I suggest he stays seated.

As I was saying, we need an enhanced role for Stratford in the east to cater for a similar proportion and then we can have a much more slimmed-down Euston terminus. With a twin-track link to Stratford from Camden town, and with the proposals for Old Oak, the number of platforms at Euston would reduce from 12 to six or fewer. Recent research shows that there would be almost as much demand for trips to east London, docklands, Essex, East Anglia and Kent from HS2 travellers as for trips to central London. Using Stratford helps to cater for those needs. Perhaps the Minister would like to talk to the leader of his local county council, who, along with others, funded this research. His constituents will also, I am sure, be interested in the better travel options that will be available to them if this money is spent wisely. The interconnectivity of Stratford is already good, unlike—where was it? The two stations at Stratford serve 100 million passengers a year and it is the UK’s rail hub with the sixth highest use. It has two tube lines, regional rail services to Kent, Essex and East Anglia, and the docklands light railway, and it is strategically positioned for Canary Wharf, London City airport, and the Excel exhibition centre. Of course, it will have Crossrail.

The expenditure we are talking about today must include a robust and substantial link to Stratford between HS1 and HS2. About £1 billion of taxpayers’ money has already been invested in Newham’s international station, so it should get the international services for which it was built. To do otherwise would be crazy.

The business case for spend on HS2 will be greatly strengthened by a link that enables Stratford International to play a full role in the new network and the spending we are talking about today will be more effective as a result. I urge the Minister to try to ensure that that link is delivered.

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[Mr Andy Slaughter (Hammersmith) (Lab)]

It is a pleasure to follow, even at two thirds of the rate, the stirring speech made by the hon. Member for Spelthorne (Kwasi Kwarteng). I support the Bill, the principle and, indeed, the route—with the caveat about the London terminus—for many of the reasons given by the Secretary of State and shadow Secretary of State. It seems bizarre that when most of the developed world believes in having a high-speed rail network, we might want to rely on 19th-century railways. That is not to disparage the existing railways, which have stood us and continue to stand us in good stead, but the example of how they were built is one that I think we should follow, rather than shy away from. Having said that, I am concerned about pricing. Completion is a long way off, and there is a danger of this becoming a rich man’s railway. Cost control is an issue, and costs have spiralled before the project has even left the drawing board. There is also the issue of compensation, and whether it will be adequate.

It appears, however that there is consensus—given the time, I shall restrict myself to this—about the proposal that Old Oak, which is in my constituency, should be the major interchange. It would become the fifth busiest station in the country, with a Crossrail station, and links to HS1, tube lines, First Great Western services and Heathrow. A rail interchange in west London would be of massive benefit in an area much of which is categorised as being in the 1% most deprived in the country. Within a mile of the proposed station, 50% of the adult working population is unemployed.

On Friday, the boroughs and the Greater London authority will publish a vision for the future of Old Oak, described in rather hyperbolic terms as the new Canary Wharf. There is talk of 90,000 jobs and 19,000 new homes, and I am pleased that the boroughs have already taken an interest. However, there are local problems. As currently envisaged, there are poor links with HS1, tube lines and the west London line. There is an inadequate road network and poor-quality station design. We should look at the option of making Old Oak the terminus. I have an open mind on that, although I know that my right hon. Friend the Member for Holborn and St Pancras (Frank Dobson) would urge me to be stronger in my opinion because he does not want the line to go to Euston, and he is certainly right that the connectivity from Old Oak is better than the connectivity from Euston. It appears that HS2 Ltd wanted to go to Euston simply because it wanted to say that it had a central London terminus, but it should look at that again. With all due respect to my hon. Friend the Member for West Ham (Lyn Brown), who is no longer in the Chamber, Stratford International is an exception to the rule, “If you build it, they will come.” There is consensus about where the interchange should be.

My other caveat is that we have to take care with the construction. Most compulsory purchase schemes are hopelessly inadequate both in the compensation that they offer and the way in which people are dealt with. The effect on small businesses and even large businesses—Cargiant is in my constituency, as well as Wormwood scrubs, which is a large area of important open space—must be considered, and I hope that the project will be undertaken sympathetically, however important it is to the nation. Finally, I back my right hon. Friend the Member for Holborn and St Pancras in saying, “Please take HS2 Ltd off the job”. The company is not making a good job of promoting the scheme, and we should find someone who will take this national project forward in the way that it should be done.

Select Committee Inquiry (Aviation Strategy)

Andy Slaughter Excerpts

Thursday 13th September 2012 Commons Chamber

[Mrs Ellman]

The Committee is calling for the submission of evidence and it will then decide who it sees as appropriate to invite to give oral evidence. We are asking for the most diverse possible evidence to be given, and we will consider it all very carefully.

It is important for Parliament to be involved in the aviation debate and to be able to assess the evidence on these key issues in the public interest. The Select Committee’s work should enable that to happen.

[Mr Andy Slaughter (Hammersmith) (Lab)]

All Members will welcome an independent inquiry, as I suspect we already know that the Government’s inquiry will opt for the third runway at Heathrow, and the Mayor of London’s inquiry will go for Boris island. We welcome the independence, but will my hon. Friend take on board the dismay felt in west London that after many years of uncertainty all three main parties were against the third runway, but that that consensus has now been overturned? The prospect of a third runway in the middle of London is not conscionable, so will my hon. Friend consider excluding it, as the Mayor’s inquiry does, from her inquiry?

Cycling

Andy Slaughter Excerpts

Thursday 23rd February 2012 Westminster Hall

[Dr Huppert]

I thank the hon. Lady for making that point. I suspect that many Members wish to intervene, and I will give way as many times as I can as long as they are brief.

I met the Mayor’s director of the environment yesterday specifically to talk about the Bow roundabout. I notice that the London cycling campaign has some proposals on the matter as well. It is not in my constituency and I am not an expert on the details. There are clearly other such junctions where much more work needs to be done to make them safe.

[Mr Andy Slaughter (Hammersmith) (Lab)]

rose—

[Dr Huppert]

I should like to move on from the Bow roundabout. Members will have the chance to speak later. I do not want to take up too much of anyone else’s time.

There is rightly intense media interest when cyclists are killed or seriously injured. Such stories are vital and often harrowing. The Times campaign is partly based on the awful injuries suffered by Mary Bowers, who is a journalist and a former student from my constituency. The stories highlight the need for improved safety. One of the problems is that Government policy has tended to be largely reactionary and that has put people off cycling, which is a real problem. The evidence is clear that the more people who cycle, the safer that it gets. There is a strong group effect in that regard.

One study showed that if the number of cyclists is doubled, the accident risk is reduced by more than a third. The Dutch have a lower accident rate because of, not in spite of, the number of cyclists. Anything that deters people from cycling is very damaging and risks increasing the dangers for all.

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[Dr Huppert]

My hon. Friend is absolutely right. Rural towns and rural areas can also do things to promote cycling. The details will obviously be different, but the principle is the same. The benefits from having more cyclists on our roads are also the same, in that drivers and other road users will understand what is happening.

[Mr Slaughter]

rose—

[Dr Huppert]

The hon. Gentleman is being very persistent, so I will give way.

[Mr Slaughter]

I am very grateful to the hon. Gentleman; he is being very generous. Does he agree that one easy and cheap way of improving cycling safety is to improve training? One of my constituents, Philippa Robb of londoncycletraining.co who is here today, says that two hours of training costs £70 and would absolutely transform cyclists’ safety on the road. We are not talking about millions of pounds of infrastructure investment. Of course we need other measures as well, but surely that is something that the Government can do. Companies, too, can get involved. They often sponsor the cycle-to-work scheme but not the training.

[Dr Huppert]

The hon. Gentleman is absolutely correct about training support, and I will talk later about that issue. I am very pleased that the Government have continued to fund Bikeability training for young people. It is very important to catch people at a young age.

High-speed Rail

Andy Slaughter Excerpts

Tuesday 10th January 2012 Commons Chamber

[Justine Greening]

My hon. Friend will know that one of the things I am committed to doing in my role is to bring about a more strategic relationship, in terms of our procurement, with suppliers in the UK, and non-UK suppliers. I think that puts companies in production in the UK in a good position. There is unprecedented investment going into the railways at the moment. I have just announced the biggest railway infrastructure project that this country has seen in over a century. I think that is good news for Britain, but also good news for jobs and good news, hopefully, for companies like Tata.

[Mr Andy Slaughter (Hammersmith) (Lab)]

The Secretary of State dismisses in one sentence the Select Committee’s recommendation that the London terminus should be at Old Oak rather than at Euston. Will she look at that again, or at least publish the evidence on which she bases that view, and will she assure us that the mitigation will apply at least as much to Labour seats in west London as Tory seats in the Chilterns?

[Justine Greening]

We looked very carefully at where the HS2 line should terminate when it got to London. Our decision was that it was far better to terminate it in London than, as it were, at Old Oak Common, which would have seen people then have to transfer again. [Interruption.] The hon. Gentleman says Crossrail, but of course they would have to transfer on to Crossrail. That is an added advantage that they will have, but we believe it is far better for HS2 to come in to Euston.

I can assure the hon. Gentleman that I worked as hard looking at mitigation elsewhere on the line as I did looking at it in the AONB in the Chilterns, and I am committed to making sure that I continue to do that throughout this entire process.

High-Speed Rail

Andy Slaughter Excerpts

Thursday 31st March 2011 Westminster Hall

[Andrea Leadsom]

I agree with my hon. Friend that it is very unusual for us to disagree. The reality is that we all share the same goal: to regenerate our economy and to provide good value for money to the taxpayer. What we are arguing about is how we achieve that. Surely my hon. Friend would agree that HS2 is not the only possible means by which to achieve that regeneration. We have to look at what gives us the best value for money.

Up to 70% of the new jobs created by HS2 will benefit London, where Old Oak Common is believed to be the best location for regeneration. I am sure that many hon. Members across the House do not feel that regeneration benefits to London represent good value for money. In fact, research on capital expenditure in the wider economy suggests that the cost of creating one job in the first phase is about four times the cost of capital expenditure in the wider economy. Again, I urge the Department for Transport to consider whether the project will create jobs. Would it be better to spend the money elsewhere and get four times the number of jobs in the wider economy?

[Mr Andy Slaughter (Hammersmith) (Lab)]

The hon. Lady is falling into the trap into which she said she did not want to fall—the north-south divide. In the ward in my constituency where the interchange will be based, just over half the working-age population are currently in employment. Investment in employment is needed in large parts of London, and in the south as well as the north, and she should perhaps have regard to that.

[Andrea Leadsom]

I thank the hon. Gentleman for his comments. Of course, he is absolutely right, but one of the key advantages that is talked about by those who advocate HS2 is the regeneration potential for the north of the country, and the scheme’s contribution to rebalancing our economy between the north and the south. I am sure he will agree that while there are benefits to regeneration in some desperate parts of the south as well, HS2 will not provide the regeneration in the north that is claimed for it.

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[Mr Andy Slaughter (Hammersmith) (Lab)]

I am glad that we are seeing all-party support as well as opposition to High Speed 2 today. I believe that the UK needs and deserves high-speed rail. Notwithstanding the comments made by my hon. Friend the Member for Coventry North West (Mr Robinson), I wonder who now regrets the building of High Speed 1 or the channel tunnel. Crossrail was a very difficult project to get through. Again, it affects my own constituency. The Thames tunnel is another one of those major infrastructure projects that this country used to be well known for, and used to have the courage to go ahead with, but which we are now seen to be fearful of pursuing. Unfortunately, the spirit of Brunel does not seem to have infected many of those on the Government Benches.

Why should the benefits of high-speed rail, whether as an alternative to air travel, as something that provides commercial benefits for trade or simply as a more civilised way for people to get around and meet friends and relations, be restricted in this country? Why should people in this country be restricted simply to getting to the continent and getting beyond that? Unlike my right hon. Friend the Member for Holborn and St Pancras (Frank Dobson), I would praise the contribution of Lord Adonis. He took it by the scruff of its neck and pushed it forward. I shall resist praising the Secretary of State, because I may be lynched if I mention his comments to Metro. He said:

“There is not much more to their argument than Nimbyism. I hear lots of arguments about whether the country can afford it, value for money and the business case. But 95 per cent of these arguments come from people who just happen to live in Wendover, Aylesbury or Amersham.”

I suspect that invitations to the Secretary of State for constituency dinners are rather fewer; perhaps that is why he said what he did. I rarely disagree with my right hon. Friend, but I do on this occasion. I have never before heard Shepherds Bush described as a parkway.

I visited the site of the Old Oak interchange two weeks ago; it is in the north of my constituency. It is a large brownfield site that has always been railway land, and it is a wholly suitable location. There will be six new platforms for High Speed 2, and eight new platforms for the Great Western line, Crossrail and the Heathrow express—and, indeed, the direct link to High Speed 1. It seems entirely sensible to put the interchange just outside London; it is only a few minutes away from Euston but it gives a direct link. It will be the UK’s major rail interchange, and it is a sensible place to put it.

[Tony Baldry]

It seems that the hon. Gentleman does not have any constituents whose homes will be demolished. Does his speech not reinforce what Lord Adonis said—that with the HS2 project everyone wants the stations but no one wants the track?

[Mr Slaughter]

I shall say a word in favour of nimbyism in a moment.

Yes, it is true that my constituency will suffer no loss of property, and I am obviously delighted by the fact. Indeed, 5,000 jobs and a minimum of 1,600 homes will be created by the new infrastructure. It will be a positive development in one of the most deprived areas of the country—White City, Shepherds Bush and Old Oak. I should say that I live five minutes from there, but it will put my constituents 10 minutes from Heathrow and just over 40 minutes from Birmingham. These are the sort of projects of which the country used to be proud, and it used to seek mitigation for them rather than avoiding them altogether on the basis that such decisions are difficult to make.

Having said that, I believe that the project is good not only because the route and the interchange have some parochial benefit but because they give direct access to the Great Western line, Crossrail, the Heathrow express and HS1 just a few minutes outside central London. That is an improvement.

I have two caveats for the Minister, if she will take the advice. First, the Government need to look for friends wherever they can, but they have not done that so far. Last year’s debate was on 11 March, almost a year ago, and the Minister was then Opposition spokesman. Her aggressive stance rather belied the fact that she supported the announcement made by Lord Adonis. Her questions then are ones that she could answer today. She asked:

“Will they match our commitment to start work immediately on taking the line beyond Birmingham to Manchester and Leeds as part of stage 1?...Why will they not match our commitment to start construction by 2015? What guarantees can they give that fares will be kept within the reach of ordinary families on modest incomes?”

Those are all questions that the Minister might want to answer today. Rather churlishly I thought, she then said about Old Oak:

“Although we do not rule out use of that site for dispersal, the idea that some kind of ‘Wormwood Scrubs international’ station is the best rail solution for Heathrow is just not credible.”— [Official Report, 11 March 2010; Vol. 507-08, c. 450.]

I remind the Minister of this every time the subject comes up, and I know that she is happy to eat those words.

[Mrs Villiers]

rose—

[Mr Slaughter]

I shall give way in a moment. So that bygones can be bygones perhaps the Minister will say, “I would be delighted if it was called Wormwood Scrubs International” when she comes to open it.

[Mrs Villiers]

It would be a pleasure. I hope that the hon. Gentleman is aware that the Government’s proposals include a direct link to Heathrow as part of phase 2 of the project.

[Mr Slaughter]

Absolutely, but that was always in Lord Adonis’ mind. The report that he commissioned from Lord Mawhinney clearly said that Old Oak was an appropriate, good-quality terminus and connection point to the airport, and pointed out that the Conservatives’ previous scheme of having the interchange at Heathrow would cost between £2 billion and £4 billion more; he effectively rubbished that scheme in favour of the Adonis project, which is what we have gone back to.

As I say, we should let bygones be bygones—except for this point. When the Secretary of State launched the scheme on 20 December, he made a statement in the House without presenting Members with plans and documents, so we were entirely in the dark. He went to Old Oak and launched the scheme that morning, giving notice to everyone, including the Conservative party, but not the constituency MP. The Minister and HS2 are rather short of friends at the moment, and they should look to cultivate people a little more if they wish to continue to have them speak out on their behalf.

As far as I am aware—other Members may have seen it—there is no HS2 briefing for this debate. I had no correspondence until I approached HS2 about a visit to the site. The consultation is not adequate. The only consultation for my constituents is to be held at the Westfield shopping centre, which is a long way from the site and an entirely inappropriate location, for one day; it happens to be tomorrow. If the Minister has some influence, she could take the message back to High Speed 2 that it is not making friends through its their approach.

A more serious point is this. Notwithstanding what I said in response to the hon. Member for Banbury (Tony Baldry) about the effect on individual constituencies, mitigation will be the key to the project’s success. That applies to my constituency, as much of the tunnelling will take place from the Old Oak interchange. When it comes to the disposal of spoil, the road network in the area is entirely inadequate given the traffic that will be generated. We may not have anything quite like the Chilterns in Shepherds Bush, but we do have Wormwood Scrubs. It is a large open space that is ecologically sensitive, and I have been protecting it not for years but for many decades. If HS2 and the Government wish to have, if not their support, then at least the acquiescence of hon. Members, they need to go a lot further.

[Stephen Pound]

I shall be very brief, as I know that my hon. Friend is reaching the end of his peroration. I know that people are listening, as ever, to his words with great interest, but does he agree with Councillor Ed Rennie of Perivale, who says that it is ludicrous to hold the HS2 consultation that affects Perivale in Greenford, and would it not be better to hold it in Perivale? That is very much in line with what my hon. Friend said about the vast echoing distances between Wormwood and Westfield.

[Mr Slaughter]

I can only say that if I could end all my speeches with a quote from Perivale I would be a much greater orator.

[Mr Charles Walker (in the Chair)]

Colleagues seem to have a fairly elastic idea of six minutes, but six minutes is a good idea.

Points of Order

Andy Slaughter Excerpts

Monday 20th December 2010 Commons Chamber

[Madam Deputy Speaker (Dawn Primarolo)]

I can say to the hon. Gentleman that I have not received notification of any statement on the matter that he has raised. I understand his particular interest, and I am sure that those on the Government Benches have taken note of his point of order and that, should we need to be given any information, either he or the House will be informed directly.

[Mr Andy Slaughter (Hammersmith) (Lab)]

On a point of order, Madam Deputy Speaker. After the statement on high-speed rail by the Secretary of State for Transport, I went to the Vote Office to obtain the details—the devil often being in the detail—for my constituency, which is where the main terminal is located. I was told that it was contained in a 1,000-page document that had not been made available to the Vote Office, and I was advised to go to the Library. I went to the Library, which had one CD-ROM that it was not possible to download or forward to Members. I was told that CD-ROMs might have been sent to Members, but they have not arrived as yet. This is another instance of what is becoming a frequent occurrence—it occurred last week with the reports on court closures, and it occurred earlier in the Session with Building Schools for the Future—whereby the Government think that making available very limited data, in an inadequate, electronic form, is sufficient to give Members notice of what is happening in their constituencies. It would be a welcome ruling from you, Madam Deputy Speaker, to say that when statements are made to this House, Members should have details that explain the important implications for their constituents of what is being told to the House.

[The Secretary of State for Transport (Mr Philip Hammond)]

Further to that point of order, Madam Deputy Speaker. I hear the hon. Gentleman’s point. The documents are extremely voluminous, and it is not practical to deliver them in printed form to every Member, but my understanding is that a CD-ROM has been sent to every Member whose constituency is affected. I will go out of the Chamber now and ensure that that has happened, and if it has not, I will ensure that it happens straight away.