High Speed Rail (Preparation) Bill
Damian Collins Excerpts(10 years, 6 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mrs Gillan
That is most gratifying. I am glad that my hon. Friend has observed the first rule of politicians: one can never over-flatter another politician.
Connectivity is at the heart of some of the failures of this project. For example, it does not go to Heathrow; it does not connect properly with the channel tunnel rail link; indeed, it does not even go into the centres of the cities it is supposed to serve, whether Sheffield, Derby or Nottingham. All the time savings claimed by the Government come to nought if travellers have to make their way from outside the city centre, as I know will be the case for Sheffield. We need to ensure that if this is ever built, the connectivity is as good as it can be.
Damian Collins (Folkestone and Hythe) (Con)
Does my right hon. Friend agree that HS1 has excellent connectivity with domestic services and that towns such as Folkestone and cities such as Canterbury have high-speed services even though they are not on the high-speed line?
Mrs Gillan
My hon. Friend the Member for North Thanet (Sir Roger Gale) is not in the Chamber, but I understand he feels that it is a work still in progress when it comes to bringing benefits to his constituency. I also gather, from studying the local economies around HS1, that there have been no additional benefits; indeed, there has possibly been some detraction from local economies.
Damian Collins
If my right hon. Friend looks at the unemployment statistics for east Kent, she will see that the rate is falling faster not only than the national average, but the average for the south-east of England, the most prosperous part of the country. The county council says it is impossible to talk of economic regeneration in east Kent without considering the benefits of HS1.
Mrs Gillan
I am very glad to hear that. I do not know how many years after the project this has become apparent. [Hon. Members: “Ten.”] Ten years; thank you.
Damian Collins
I am grateful to my right hon. Friend for giving way. Does he agree that there is a myth in this country that we cannot do big projects? Look at the success of Crossrail and the High Speed 1 line and compare that with the west coast main line upgrade, the kind of incremental project that some Members are keen on, which was four years late and 240% over budget.
Damian Collins
Following on from my parliamentary neighbour, my hon. Friend the Member for Dover (Charlie Elphicke), I have to say that my hon. Friend the Member for Peterborough (Mr Jackson) is totally wrong. I would be happy to take him to Folkestone and show him the areas of the town that are benefiting from the better connection. Yes, there were areas of deprivation in east Kent, but the way to do something about that was better infrastructure and that is what we now have.
Damian Collins
Does my hon. Friend agree that local government could also consider some of these issues? Kent county council is thinking of using money from the regional growth fund to upgrade the railway connection from the high-speed rail point in Ashford through Canterbury to Manston airport. Contributions could come from other pots of public money besides those found centrally by the Department for Transport.
Stephen Barclay
Indeed. That brings me to the distorting effect at the heart of the remarks made by my hon. Friend the Member for Lancaster and Fleetwood (Eric Ollerenshaw) and the paradox that the scheme will divert more funding to London.
Rail 2020
Damian Collins Excerpts(10 years, 10 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Iain Stewart
I am grateful to my right hon. Friend for that. I think I anticipate where her question is leading—it perhaps relates to high-speed rail—and I hope she will forgive me for not commenting on that. However, I agree that there is potential for expanding rail use outwith the peaks. Although the whole west coast main line franchise process had to be suspended, FirstGroup’s bid submission contained an ambitious but, I thought, deliverable wish to increase patronage of the railways outwith the peaks. That will help to generate more income and bring about a shift from other modes of transport to rail.
On investment, I was mentioning some of the larger projects that are going on, but much smaller-scale, incremental improvements are being made, particularly on the west coast main line. Passengers in my constituency are already benefiting from the lengthening of the Pendolino trains from nine to 11 carriages; and on London Midland’s commuter lines the speed of many trains has already been increased to 110 mph and it is in the process of procuring additional carriages to provide more capacity on those trains. so substantial investment is being made at the moment.
That investment compares very favourably to the situation not that long ago—two or three decades ago—when our railways were in a period of marked decline. The Serpell report in the 1980s was commissioned by the nationalised British Rail, and its most radical option would have truncated the national network. There would have been nothing north of Newcastle, nothing west of Exeter and the network would have been reduced to the core inter-city lines in a bid to cut out loss-making lines and deliver the railways to profitability.
Damian Collins (Folkestone and Hythe) (Con)
My hon. Friend will welcome, as I do, the transformation of rail services in Kent thanks to High Speed 1 and, in particular, the additional investment in extra trains and services resulting from the popularity of that new route.
Iain Stewart
I am happy to endorse the point that my hon. Friend eloquently makes. I have travelled on that line and seen at first hand many of the improvements that have been made.
The point has been made that the rail network requires subsidy to operate, and I agree with that. Many lines would not be profitable in themselves, but for social and environmental reasons they require subsidy. We need to take into account not just the operating profit and loss of an individual rail service, but the opportunity cost: the cost to the country if that rail line did not exist and people had to travel by car or another mode of transport. We can only imagine the congestion on the roads around our major cities if we did not have commuter rail lines. They might not, in themselves, be profitable, but the environmental and financial cost of having those passengers travelling by car or another mode of transport would just be too much to bear.
I welcome the Government’s commitment to continue to subsidise large parts of our rail network, but we cannot escape the conclusion that Sir Roy McNulty and others reached in their report, which was that we should be looking to make our network as efficient as possible, in order to achieve his aim of a 30% reduction in the unit cost. Our network is comparatively expensive to run compared with others. I believe that that is a product of history, not just of one approach, be it the franchise model or the nationalised model. It is a cost that has been built into the system over many decades, particularly because until relatively recently we have had a period of managed decline of our network and what investment there has been has been made on a “make do and mend” basis. Additional costs are hard-wired into our system, but the system we now have is sensibly evolving.
Iain Stewart
It is always a pleasure to take an intervention from my fellow Select Committee member. If the hon. Gentleman will forgive me, I will not rehash the debates of the 1990s as I am more interested in what happens from here on. In an earlier intervention, he made the point that the Government are seeking to return the east coast main line to private hands as a matter of ideology. Equally, I could argue that it is because of ideology that the Opposition want to renationalise it. I draw the hon. Gentleman’s attention to the conclusion of Richard Brown’s report on franchising, which concluded that the franchising model was not fundamentally flawed and that although the detail could sensibly be changed, the investment in and success of the railways could not have happened if the franchising was fundamentally flawed.
Let me turn to a number of initiatives that, I believe, can deliver a more efficient railway. The hon. Member for Liverpool, Riverside mentioned the development of alliances between Network Rail and train operating companies. That is a very helpful and sensible development. The one large-scale alliance, between Network Rail and South West Trains, has not been in operation long enough for us to make any sensible assessment of what savings it can deliver, but as the real expert, Nigel Harris, said in evidence to the Select Committee, it
“is the only game in town”
at the moment and requires a fair wind to achieve the savings that it hopes to.
Such alliances are not the only form of alliance available. One or two other examples provide evidence that such an arrangement can deliver useful savings and efficiencies in the railway. The project in Scotland to electrify the branch line to Paisley Canal on the Greater Glasgow network was an alliance between Network Rail, First ScotRail and Babcock engineering. They were able to electrify the branch line at a substantially lower than expected cost and two years ahead of the planned development because the power was devolved down to that level, meaning that the various experts and operators could get together and deliver the project very efficiently.
I am doing a fellowship with the Industry and Parliament Trust on the rail industry and I have spent a good number of days going around parts of the railway system. I have seen two separate examples of an alliance between a train operating company and the rolling stock manufacturer, which enables a much more efficient system of maintenance and refurbishment of the rolling stock. I visited the Kings Heath depot, jointly operated by London Midland and Siemens on the London Midland franchise, and—this will interest my hon. Friend the Member for Folkestone and Hythe (Damian Collins)—the Hitachi depot where the Javelin trains are maintained with Southeastern. Those depots are delivering a much faster and more efficient turnaround in train maintenance. They are not “grands projets” or exciting stuff, but they deliver a much better service for rail users at a much lower cost.
Damian Collins
My hon. Friend mentions the Southeastern trains. He might have noticed that the Javelin trains perform much better in poor weather, as they can cut through the snow and, effectively, open up the lines for the more traditional services.
Iain Stewart
That is another excellent point from my hon. Friend. As we continue to procure new rolling stock, there is greater scope for the more efficient method of alliancing between operators and manufacturers.
High Speed Rail (Preparation) Bill
Damian Collins Excerpts(10 years, 10 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mr McLoughlin
I am more than happy to do that and I shall say more about that later. Crossrail has set a good example. About 97% of Crossrail goods are serviced by British companies, and the Mayor of London is in the process of purchasing a huge infrastructure project, the new London buses, from Northern Ireland. That is very much in my mind with regard to the way I will be dealing with HS2 and talking to the management of HS2.
Damian Collins (Folkestone and Hythe) (Con)
My right hon. Friend mentioned his rail journey to Canterbury. I encourage him to take a different branch on High Speed 1 and travel to Folkestone, as he will see that the investment in High Speed 1 is the biggest single advantage we have in promoting the east Kent regional growth area.
Damian Collins (Folkestone and Hythe) (Con)
I rise to speak in favour of the Bill. This is a massively important piece of national infrastructure that will benefit us not just in the immediate decades after its completion, but for probably more than a century. Connecting the great cities of the north and midlands to London and the south-east, and to the continent through the channel tunnel, is an investment in our future. We should look at the benefit not just in ticket sales, but in the business regeneration that will take place across the network.
The Secretary of State described the business situation in Kent, an issue that, as a Kent MP, I should like to touch on. It is impossible to imagine how east Kent can be regenerated without the benefits that High Speed 1 brings. I sit in meetings with the regeneration group that looks at the east Kent regional growth zone, and selling the benefits of High Speed 1 and the lower journey times into London is the single biggest advantage we have. As the Secretary of State pointed out, the HS1 line runs only as far as Ashford into London; the rolling stock running from Folkestone, Dover and Canterbury into Thanet is also a massive source of regeneration.
None of us can know for certain what the future will bring—no more than when, nearly 30 years ago, this House debated the Channel Tunnel Bill. At that point, many Members spoke against it. Some said that we were living in the age of Concorde, and that international rail travel was not the future. The channel tunnel has outlasted Concorde and will be there for many more years to come. Back then, my predecessor, Michael Howard, championed the property blight issue. A compensation scheme was in place, but in fact people’s property prices actually went up, not down, as a result of the building of the channel tunnel rail link. People said at the time that it would be a drain, diverting business investment from the south-east to France, where it would be encouraged. In fact, that gateway is bringing business investment into the UK from France. People said that it would destroy jobs in Kent; in fact, it is creating jobs. As I said earlier, it would be impossible to imagine a job creation strategy for east Kent without the physical infrastructure of the channel tunnel.
In the 1980s, Members said that they did not think there was a case for city-to-city rail travel, and certainly not through the channel tunnel, which would simply reduce journey times across the channel itself. Of course, there is now an enormous market for city-to-city travel: not just from London to Paris and Brussels, but soon opening up into Holland and Germany and to other locations in Europe. My hon. Friend the Member for Northampton South (Mr Binley) pointed out in his very good speech the enormous benefit that rail freight infrastructure gains from investment in high-speed rail, and from the channel tunnel. The potential is enormous and evolving, and it will be the same with High Speed 2. I commend the Bill to the House.
HGV Road User Levy Bill
Damian Collins Excerpts(11 years, 5 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Damian Collins (Folkestone and Hythe) (Con)
Like hon. Members on both sides of the House, I congratulate the Government on introducing the Bill. In particular, I congratulate my hon. Friend the Member for Hemel Hempstead (Mike Penning) who, as roads Minister, met with me and listened to the complaints of my constituents regarding the previous charging scheme. My hon. Friend the Member for North West Leicestershire (Andrew Bridgen) made a good point about the Conservative policy group’s proposal in 2007, which set out a scheme similar to the one in the Bill, to introduce HGV road charging. It is a shame that that scheme was not looked at more seriously by the Government of the day, and that more progress was not made. This Government should be congratulated, because a view was expressed that it would not be possible, under EU law, to introduce a charging scheme, but the Bill demonstrates that it is possible.
Most hon. Members have made the point about fairness—fairness to the UK haulage industry and fairness to the UK taxpayer. It is not fair when large HGVs can fill up with cheap fuel in Europe—typically, in somewhere such as Luxembourg—and make an entire tour of the UK before returning home having made no direct financial contribution to the UK at all. They are not buying fuel, and they are not paying any other charges or tolls here. Typically, our lorry drivers have to do that when they visit the European continent, so it is fair that the measure is put in place to redress the balance.
The issue is of keen interest to my constituents. As the Member for Folkestone and Hythe—I am looking at the hon. Member for Strangford (Jim Shannon), who is in his place—I am probably the MP with the closest thing to a land border with the continent of Europe and the EU, as the channel tunnel is in my constituency. The idea of enforcing this measure and these charges across jurisdictions is particularly important, both here and for hauliers operating from outside the United Kingdom. My constituents feel particularly strongly because of our proximity to the port of Dover, and because of the presence of the channel tunnel. We see the costs of the road haulage system on our roads and infrastructure as well. It is a concern that financial compensation is not extracted from foreign hauliers for the road network that they use so freely.
Robert Flello
Does the hon. Gentleman agree that it is not just a matter of the wear and tear that overseas hauliers have on our road infrastructure, but that they also cost British hauliers money by congesting the roads? That means that our British hauliers are more inefficient when driving on our roads, because of the added congestion. That is costing our drivers more money in fuel.
Damian Collins
The hon. Gentleman’s point underlines how important it is to have a system that creates a level playing field of charging. One set of hauliers who are not paying UK vehicle excise duty get a free rein, while UK hauliers pay for the impact on the infrastructure that they use in common.
There are other issues that make this particularly important. I want to touch on an issue common in areas with ports that service the UK and the continent of Europe. In my constituency, when the port is closed, owing to bad weather or—typically with the Dover-Calais link—industrial action in the port of Calais, Operation Stack comes into action. This means that lorries are stack parked on the motorway, normally closing the coast-bound carriageway of the M20 at different stages. This is very expensive to enforce for Kent police and adds to wear and damage not only on the motorway network but on the roads surrounding it. It is not unusual to see lorries parked on minor roads and roundabouts and in lay-bys, often creating mess and causing damage.
One reason my constituents have pressed for these measures is that there should be some means of extracting payment through a charging scheme and—I hope—through the measures in the Bill to create a register of hauliers licensed to use our roads, which will be published on the internet. That way we will know who these lorries are owned by and where they are coming from, and it might make it easier to enforce other charges, not just the charge for taking out the vignette to use the UK motorway network. I would like more action taken to follow up lorries that cause damage on the roadsides, that litter and that might be associated with other accidents or problems caused while they are here. Creating this database and register of foreign hauliers using our roads will be a good first step towards taking such action.
I do not share all the concerns raised by the hon. Member for Linlithgow and East Falkirk (Michael Connarty). The important thing is that there is a system of fining, and that the fines are enforced. Hauliers that come here frequently and are fined frequently will soon realise that they would be better off taking out the vignette in the first place. If action has to be taken against the lorry driver while they are in the country, and if their progress is delayed, it will often have considerable financial consequences for the hauliers, which operate on a tight schedule while completing their tours. They will not want to be delayed. If lorries are clamped or taken off the roads while the driver waits for someone to pay the fine, that, too, will have financial consequences for the haulier. The important thing, then, is that the charging scheme is in place, that it is enforced equally and that foreign hauliers are made to pay the charge for using the road or receive a financial penalty for not doing so, either directly or indirectly, through the lorries being clamped or taken off the road.
I mentioned earlier the cost of Operation Stack. I am sure that all colleagues will have a view of what the Government could do with the money raised from this charging scheme. Earlier in the debate, the Secretary of State estimated that it would be between £19 million and £23 million a year. I hope that the Government will be mindful of some of the pinch-points in the motorway network, particularly where the cost from the haulage industry—the impact on the roads and the infrastructure —is particularly great. That can be seen in Kent with Operation Stack, especially in the winter months, when the effects are extremely acute. Let us consider whether some of the funds raised could be given, on a discretionary basis, to alleviate some of the damage and problems caused by the haulage operating on some of these major pinch-points, particularly the one running through Kent in my constituency.
I congratulate and thank the Government for bringing forward a Bill that introduces the level playing field that we want and introduces fairness not only for the UK haulage industry but for the UK taxpayer.
Mr Mark Spencer (Sherwood) (Con)
This is indeed a great day for UK business and for small and medium-sized enterprises. Combined with the Groceries Code Adjudicator Bill yesterday, today’s Bill represents a stamping of this coalition Government’s commitment to small and medium-sized enterprises and to solving some of the problems they face. That goes not only for small and medium-sized enterprises, but for our consumers and constituents, who pay for the costs and the bureaucracy that are built into business. Anything we can do to solve some of those problems will be of benefit to them.
I want to take a few moments to seek clarification on one or two points. I am sure some of them will be thrashed out in Committee, but I will start by being a little pedantic. Can the Minister say how he will define “a day”? Is it 24 hours from the point of entry into the country, or is it a Monday, a Tuesday, a Wednesday, and so on? When does “a day” begin? Does it begin when someone has cleared customs, when they leave the port or when they exit the ferry? If someone is caught in a road traffic accident or in a queue caused by one and they miss the deadline by five minutes, the definition could become quite an issue. I hope that ANPR technology will assist the authorities in ensuring that people are registered and are paying the levies. I hope that the Minister will confirm that ANPR will be installed in all our ports and at all entrances to the country.
Damian Collins
My hon. Friend makes an important point. Does he agree that consideration would need to be given to lorries that get caught up in Operation Stack, which I mentioned in my speech? Sometimes lorries may be held for two or three days when they are only a few hours away from the port.
Mr Spencer
Absolutely; I acknowledge that point, which is particularly applicable in my hon. Friend’s constituency, where the driver, for reasons beyond his control, may find himself missing the deadlines. Indeed, that point is vital, because if the police are to have access to ANPR data, those data need to be live and in real time, because any vehicle might be complying with the levy at that moment, but not in half an hour’s time. I hope that those data will be live and available.
We have heard quite a bit about enforcement today, and about whether it should apply to the driver or the owner. I want to caution the Minister to ensure that it will not involve the owner. The identity of the owner could be the source of some debate. It could be a leasing company, or a hire company. It could well be someone who is not connected to the way in which the vehicle is being operated. I hope that that point will be clarified.
Finally, will impounding be used as the ultimate sanction to ensure that these vehicles do not continue to move? That could give rise to issues if the goods on the vehicle were perishable or, even worse, if the vehicle were carrying livestock. How would we deal with impounding an articulated lorry full of bees, for example, or sheep or pigs? We need to think those issues through.
Broadly, however, I welcome the Bill. It represents a great step forward in levelling the playing field and assisting the hard-working HGV companies in the UK. The Minister and his Department are to be congratulated on it.
Civil Aviation Bill
Damian Collins Excerpts(12 years, 3 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Damian Collins (Folkestone and Hythe) (Con)
It is a great pleasure to follow the maiden speech from the hon. Member for Feltham and Heston (Seema Malhotra), who gave such an eloquent, thoughtful and intelligent speech, much of which I could agree with. I shall come on to the substance of her remarks about airports and Heathrow in a moment. I am also grateful for the opportunity to echo her tribute to Alan Keen.
I had the privilege of serving for just over a year on the Culture, Media and Sport Committee with Alan Keen. He was a great colleague on the Committee and continued its work as best he could, right through last summer, including taking part in our questioning of the Murdochs and the phone hacking inquiry. He was, of course, present for the launch of the Committee’s report on football governance, a topic that was a lifelong passion of his. He is sorely missed, not only by hon. Members on both sides of the House, but by members of the Committee.
The hon. Lady demonstrated in her speech that communities that live alongside and around airports are vibrant and have a strong affinity to those airports as a great source of wealth, jobs, income, skills and training for the local economy. Communities that live alongside airports are by no means blighted, but can benefit an awful lot from them. My constituency has a somewhat smaller—in fact, much smaller—airport than Heathrow at Lydd, which works under the name London Ashford airport. It is applying for an extended runway so that it can offer more local and regional services. But the arguments that people in Romney Marsh in my constituency would make about why they support the expansion of that airport are very similar to the hon. Lady’s remarks about Heathrow. The economic benefits of that investment in aviation and having a vibrant airport in the locality are good for the local economy and create jobs, rather than turning people away. That is appreciated by many of the hon. Members who have spoken in this debate so far, whose constituencies either contain an airport or are within the economic hinterland of one.
I welcome the thrust of the Bill, in particular the remit of the Civil Aviation Authority to focus on the consumer experience and passengers as its primary motivation. That will help the regulation and support of airports. I am especially drawn to clause 1 of the Bill, which sets the CAA’s general duty. Subsection 1 provides that it
“must carry out its functions…in a manner which it considers will further the interests of users of air transport services”.
Subsection 2 adds a duty to promote competition. I am sure that people will have amendments and ideas that will be discussed in Committee, but I wonder whether those two points may be combined into one, so that the CAA should consider promoting competition as part of supporting and furthering the interests of air transport services, rather than as a separate point. Many of us would see that those two things can be combined, because competition helps to improve the level of quality and service.
I have in mind especially issues of capacity, which may be at the heart of the concerns that many air transport users face. It was mentioned earlier in the debate that one of the particular issues that air transport passengers might face is the time delays caused by flights being required to stack because they do not have a landing slot. In my constituency in Kent, that is a particular cause of noise and environmental pollution. One of the best ways to clean up the aviation industry and reduce its carbon footprint would be to reduce the amount of time planes spend in the air unnecessarily. Much of that happens simply waiting for a landing slot.
Bob Stewart
Stacking causes a lot of noise in my constituency and I just want to endorse what my hon. Friend says. There is increasing stacking over Beckenham and we are getting fed up with it.
Damian Collins
My hon. Friend’s constituency is 30 miles or so from mine. I am sure that his constituents and mine share that concern.
Extra runway capacity in the south-east of England is a way to manage aviation much more effectively and reduce planes’ stacking time. Although some might say that increasing aviation capacity might lead to environmental pollution, much better management of planes in the air would significantly reduce it. It is a serious point, and the CAA should think of it when considering the air passenger experience.
Mark Tami (Alyn and Deeside) (Lab)
The hon. Gentleman is making a powerful case. Does he accept that the argument made by some that we should just manage things differently, rather than having more runways, does not make sense? We need more runway capacity.
Damian Collins
The hon. Gentleman has anticipated my next point. Extra runway capacity helps deal with issues such as stacking. It is also increasingly important to ensure that the UK economy is connected to the world. I am concerned by the fact that numerous economic centres in emerging economies around the world, such as India, Brazil and particularly China, do not have direct flight connections to the UK and London. That must be cause for concern, and extra runway capacity would help manage it better. It would also help us to deal with some issues that hon. Members raised earlier, such as the fact that domestic flights are priced out of the major hub airports when more attractive international options become available. That reduces the number of options available to domestic aviation customers. The CAA should give particular consideration to that under the terms of the Bill.
Indeed, the CAA’s own report on aviation, published earlier this month, highlighted that the need for extra runway and aviation capacity, particularly in the south-east of England, was of primary concern. It should be a concern for all of us considering the future of aviation in this country and the need to connect our economy to the economies of the world.
As has also been discussed, some major European regional airports and hub airports have more connecting flights to UK airports than does Heathrow. We are all aware of the number of UK regional airports that now have direct flights to Amsterdam and Frankfurt, and from there to the rest of the world. Indeed, the people who own Lydd airport in my constituency might see that as a model for sustaining the business case of smaller regional airports like theirs, which could offer flights to other hubs with connecting flights to the rest of the world.
We cannot ignore the fact that well-connected hubs are at the heart of a thriving aviation system. Our major hub, which will always be near London, will need to be connected to major points around the world. We must also ensure that there is extra capacity that our regional airports can use as well. That is of primary importance. The Government have said that they want to consider where future aviation capacity might come from. I welcome that step, and I think that we should consider it wherever it might be, but it means that the UK will have to plan for a major, substantial hub airport that will serve us and our economy well for many years to come.
Planning and environmental concerns have been raised, particularly their impact on small regional airports. I have been frustrated by the process that Lydd airport in my constituency has gone through. I appreciate that the expansion of airports is always controversial, particularly for local communities, and often divides opinion. I know that some people feel strongly against it. I believe that it would be good for the local economy, as do many people who live in proximity to the airport. After the decision is taken—in the case of Lydd airport, the district council has voted clearly to approve expansion—it is frustrating when that decision is called in and there is a further time delay of some years so that a public inquiry can consider the application. It is certainly frustrating when that happens at the end of a process that involved a previous public inquiry and public debates.
In the planning system, if we believe that we need extra runway capacity, particularly in the south-east of England where demand is very high, and if communities and the Civil Aviation Authority are prepared to support it, we should consider how such projects can be delivered efficiently and in a timely fashion, to support not only the greater needs of the aviation industry in our country but the needs of local economies. It is of fundamental importance if the community are on board and want the decision to be taken.
I support the thrust of the Bill. I believe that its objectives are to give this country a more efficient aviation network and improve and streamline the system of regulation. However, I will make one final point. In considering the role of Heathrow airport, which, as other hon. Members have said, might be the only airport facing a price cap given its dominance of the UK market, we should ensure that it competes and will continue to compete not only with airports in the UK but with major hubs in Europe. In many ways, Heathrow’s natural competitors are not Gatwick, Birmingham and Manchester but Amsterdam and Frankfurt. As a trading economy, we must ensure that our major hub airport is at the centre of the aviation world, not in the siding.
High-speed Rail
Damian Collins Excerpts(12 years, 4 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Justine Greening
The Secretary of State for Wales did her job both as a Welsh Secretary and as a constituency MP in talking to me about the benefits of the project, and I thoroughly agree with her that we have ended up with the right line, with the right mitigation.
Damian Collins (Folkestone and Hythe) (Con)
My constituents in east Kent, who already benefit from High Speed 1, will be pleased to hear that there will be direct through services on High Speed 2 to the north and the midlands. Has the Secretary of State considered the economic benefit to Kent, East Sussex and east London of better connectivity with the major centres of the north and the midlands?
Justine Greening
Part of our business case for phases 1 and 2 is looking at the wider economic impacts. It is always difficult to monetise those properly, but I believe that they will include some of those positive impacts, and that over time we will see the benefit of a larger high-speed network nationally, bringing benefits not only to constituencies like my hon. Friend’s, where the network already exists, but to other cities across the country.
High-Speed Rail
Damian Collins Excerpts(13 years, 1 month ago)
Westminster HallRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.
Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
Dan Byles
I am delighted that the Transport Committee has said that it would look at the matter. I have the greatest respect for the Select Committee system in the House, and I hope that the Transport Committee will take an independent view of the various economic evidence.
The fact is that there are high-speed rail systems in operation throughout the world, and some of the evidence from some of those systems suggests that the claims being made for high-speed rail’s ability to regenerate regions are questionable. I have not yet seen a fundamental or overarching review and analysis of existing systems. We can physically look at them, and measure the numbers and the impact, and some of those numbers are negative. We must discuss that, and analyse the figures before we spend the money.
Damian Collins (Folkestone and Hythe) (Con)
I am interested in my hon. Friend’s core argument that high-speed rail may suck economic growth from the regions, because that seems to run contrary to what most people lobbied for—greater speed of connection to the capital. Most places in the regions that have travel times to London of one hour or less market themselves heavily on the basis of the shorter journey time. They see it as a positive advantage, and that seems to run contrary to what the academics in Barcelona are saying.
Mr Charles Walker (in the Chair)
Order. I do not want to impede debate, but a huge number of hon. Members want to speak this afternoon.
Iain Stewart (Milton Keynes South) (Con)
It is a great pleasure to speak under your chairmanship, Mr Walker. I add my congratulations to my hon. Friends the Members for South Northamptonshire (Andrea Leadsom) and for North Warwickshire (Dan Byles) and to other right hon. and hon. Members who lobbied for the debate.
I wanted to speak for three reasons. First, I have a long-standing interest in the subject. One reason why I came into politics was to help shape the big strategic decisions that we have to take as a country. I do not want us to look back in 30 or 40 years and realise that we have made the wrong decision.
Secondly, I have a local, constituency interest. My Milton Keynes seat is not on the proposed route for High Speed 2, but it could benefit from the knock-on effects that High Speed 2 would deliver in freeing up capacity on the west coast main line for both commuter services and longer distance stopping services. Anyone who wants to commute from Milton Keynes in peak hours will know that we are severely overcrowded. My other local interest is that although the line does not come through Milton Keynes, it comes close enough for me to have a real understanding of the fact that communities along the line of route will be severely affected. We should not just dismiss the concerns of local residents as though they were Lady Ludlow in “Cranford” objecting to the coming of the railways. They are real communities with real concerns about the impact of the line.
Thirdly and most significantly, I am a member of the Select Committee on Transport and we have recently agreed to conduct a strategic inquiry into high-speed rail. It will not relate specifically to this line of route, but look more widely at the strategic cases for and against high-speed rail in the United Kingdom. I can genuinely say that I will consider all the arguments and evidence objectively. If the strategic case is not made or the detailed plans do not meet the strategic need, I will not support them. However, my starting point is to give high-speed rail in the United Kingdom a fair wind.
As my hon. Friend the Member for Skipton and Ripon (Julian Smith), who is no longer in his place, and my hon. Friend the Member for Warrington South (David Mowat) have mentioned, the other countries that have developed high-speed rail networks—Spain, Germany, France, China and Japan—cannot all be wrong. Yes, there will be differences of detail, but they cannot all be wrong, so we must give high-speed rail a fair wind.
It is clear that we need additional north-south rail capacity in the United Kingdom. Anyone travelling on the west coast main line knows that. I will not go into the detailed arguments now, because of the time constraints. Upgrades could be made to that line and to the east coast main line. There is the Rail Package 2—RP2—project. There are measures such as lengthening trains, improving signalling and removing some of the pinchpoints. All those things can and, I would argue, should happen, but I fear that that is not the complete answer. Those upgrades would buy time. If the High Speed 2 proposals went through, the first trains would start running in 2026—15 years from now. The upgrades to the classic rail network would buy us time over those 15 years, and they should happen, but we need to consider what comes next, because I fear that the upgrades have a finite capacity. This is not an either/or situation; we need to consider both.
The nub of the issue is this: what long-term strategic capacity do we need on our railways? I hope that in the course of our investigation in the Select Committee, we will be able to test robustly the likely demand in respect of freight and passengers, for both inter-city and commuter journeys. All the evidence is that there will be upward pressure, but we need to test that robustly. We also need to consider whether High Speed 2 will be active or passive in meeting that demand. Do we simply assume that that increase in demand will happen, or is there a finite point at which, without any other economic change, a total number of journeys will be reached? In my view, it should be active in looking at how high-speed rail can stimulate economic growth.
My hon. Friend the Member for North Warwickshire referred to the university of Barcelona, but there are also many other studies. I draw right hon. and hon. Members’ attention to the work of Professor Roger Vickerman of the university of Kent, who has written widely on this subject and gave evidence to the Transport Committee in a separate inquiry that we conducted into transport and the economy. I will not summarise all his work—it is very detailed and complex—but one of his findings was that the issue is not just putting in a new line. That in itself will not be enough. It is what else happens, connecting towns and cities around the sites of the termini—the extra capacity and the linkage that go in there. That makes a difference.
Damian Collins
Of course, my constituency is at the end of the High Speed 1 network. I do not think that we would find anyone in east Kent who does not see the High Speed 1 connection as a catalyst for further economic regeneration that will be delivered for many years to come.
Iain Stewart
My hon. Friend makes a very important point. We need to consider that broader strategic case. Yes, we are considering the first phase, from London to Birmingham, and then the second phase, the Y shape, to Leeds and Manchester, but we need to go further than that. We need to consider the case for connecting this to Scotland. Recently, I was at a launch jointly held by the leaders of Glasgow and Edinburgh city councils, who have proposed that as well as building from south to north, we should build from north to south. We need to ensure that we consider the case for connecting the airports and for freeing up capacity on the classic lines to ports so that increased freight can be transferred there. All those lessons can also come from abroad to influence our considerations here.
I come now to the environmental points. Again, we need to consider what has happened abroad. The proposed high-speed line will have an operating speed of 250 mph, which is a significant increase on the operating speeds of most high-speed lines in the country. I urge caution on that point. Let us consider Japan, for example. The new generation of the Shinkansen or bullet train can operate at about 250 mph, but it is being limited in its speed because of noise pollution concerns.
I would need to dust down my physics textbooks from school to go into the detail, but there are concepts such as tunnel boom noise—if a train operates at such a high speed, it creates additional noise pollution that does not affect conventional TGV lines. We need to consider that. It is significant because some of the possible routes for High Speed 2 have been ruled out by the 250 mph operating speed. That has to do with the curvature of the line. If we conclude that we can operate a high-speed network at a lower speed, at about 180 or 190 mph, we open up the possibility of looking at the high-speed line following the line of route of an existing transport corridor—perhaps the M40, the M1 or the M6. We need to consider all those points.
I am conscious of the time; I know that many other hon. Members want to speak. The point is that we need to consider all the arguments carefully. This is one of the biggest and most significant transport infrastructure projects that we have had to face for a generation. Get it right and we will have a world-class transport system in this country. Get it wrong and we will have wasted billions of pounds and disrupted many communities without having proper gain from it.