Disabled Access: Thirsk Station
Nusrat Ghani Excerpts(4 years, 10 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I congratulate my hon. Friend the Member for Thirsk and Malton (Kevin Hollinrake) on securing the debate and giving the House an opportunity to address the important subject of accessibility on the railway network. I recognise how important it is for his constituents to have access to the railway, not only to travel to and from work but to see family and friends and go about their daily lives. I must place on record what a strong advocate he has been for his constituents. I know that he is bitterly disappointed by the result of the bid, and I hope that he will allow me to try to explain it.
I see that my hon. Friend the Member for Hexham (Guy Opperman) is also in the Chamber. I believe that he was also very disappointed by the result, and that he, too, campaigned very boldly on behalf of his constituents. I hope that he will remain for the entire debate so that he can hear what more can be made available for his local stations.
Delivering a transport system that is truly accessible to all is of great importance to me. I know that my hon. Friend is aware of the Department for Transport’s inclusive transport strategy, which was published last July. I hope that he takes it as evidence of the Government’s commitment to action to safeguard and promote the rights of all disabled passengers. We do not deny that our strategy is ambitious, but we are determined to deliver it. We want disabled people to have the same access to transport as everyone else by 2030, and if physical infrastructure remains a barrier, assistance will play a role in guaranteeing those rights. I am always told that I am not allowed to repeat this, but I believe that ours is the only country to have such a bold strategy in place. An accessible transport network is central to the Government’s wider ambition to build a society that works for all.
I was pleased to have an opportunity to discuss the specific issues at Thirsk with my hon. Friend back in April. The station was nominated for the additional funding that we are making available over the next five years for the Access for All programme, but it was not successful. As I explained to my hon. Friend when we met, the available funding was heavily over-subscribed. Other stations nominated in the Yorkshire and Humber area had a higher-weighted footfall, which made it difficult to justify Thirsk’s inclusion ahead of other busier stations in the region.
In the event of any future funding bids for Thirsk and, indeed, other stations—I ask my hon. Friend the Member for Hexham to reflect on this—the stations will need to be given a high priority by the industry. The bids will need to be compelling and to have local support, and, ideally, there will be match funding. In the case of most of the new Access for All projects announced in April, significant levels of third-party funding were included in the bids.
As my hon. Friend knows, step-free access is technically available throughout Thirsk station. However, customers must be aware that access to all platforms is via a barrow crossing, which is reliant on staff assistance and cannot be accessed outside staff hours. As my hon. Friend said in his speech, it is not the easiest space to be in for the able-bodied, let alone disabled people. That reflects the fact that most of our stations are Victorian. Those 19th-century stations were not built with the needs of 21st-century passengers in mind, which has left us with the huge task of opening up the rail network to disabled passengers.
Kevin Hollinrake
I understand that other stations are in a similar position, but how unusual is it for a station to provide no access to either platform, for either inbound or outbound trains, apart from a barrow crossing, because there is an island platform and an island ticket office?
Ms Ghani
Thirsk has particular, unique circumstances, but it is not the only station that is not fully accessible at all times, which is why I think it important to ensure that any bid for Thirsk is rated highly by the train operating company and also comes with match funding. However, I entirely accept that it is not the easiest place to be when trains are whizzing past at high speed.
We must recognise that 75% of journeys are through step-free stations, but that is not good enough; we want to ensure that even more journeys are accessible as well. That is why we continue the Access for All programme. The inclusive transport strategy included a commitment to extend our Access for All programme across control period 6 between 2019 and 2024, with an additional £300 million of funding from the public purse. Those funds will allow design work to restart on all the projects deferred by the 2016 Hendy review into Network Rail delivery and to include even more stations in the programme.
We asked the industry to nominate stations and received more than 300 nominations. Often these nominations were in partnership with local authorities and Members of Parliament, and we must not forget the important local councillors as well. Back in April, we announced that 73 stations would receive funding, including 46 new stations and 27 stations from CP5 deferred by Sir Peter Hendy.
I know that my hon. Friend the Member for Thirsk and Malton will be pleased to hear—I am also pleased to inform the House of this—that I have also made £20 million available for mid-tier Access for All projects. The criteria—[Interruption.] Yes, we will be waiting for those applications for stations to come in, but the criteria for selecting projects will be different from the main programme, as we will focus on stations where accessibility improvements can be delivered with up to £1 million of Government support alongside—I must stress this—significant third-party match funding.
Details of how this funding will be allocated are being finalised now, and we intend to open the nomination process shortly. I will write to all hon. Members to inform them when this happens, and of course I will drop a personal note to my hon. Friends to ensure that they do not miss the deadline for the application.
I want to reflect on the industry’s obligations. It is obliged to ensure that disabled passengers are supported. Each operator is required to have a disabled person’s protection policy in place as part of its licence to operate services; the policy sets out the services that disabled passengers can expect and what to do if things go wrong and commits the operator to meeting its legal obligations by making reasonable adjustments to its services to allow disabled people to use them—for example, by providing an accessible taxi free of charge to anyone unable to access a station.
The Office of Rail and Road recently consulted on revised disabled people’s protection policy guidance, and I have also encouraged the ORR to take enforcement action against train and station operators who are not meeting their disabled people’s protection policy obligations. Every disabled passenger should be confident that the assistance they have booked will be provided. The Department has worked with the Rail Delivery Group to create the new passenger assistance application, which will make it much easier for disabled passengers to book assistance. Many Members will have attended the event organised by the RDG last week to showcase this work.
We also support the ORR’s proposal to introduce a handover protocol as part of the revised disabled people’s protection policy guidance, and we have actively supported the establishment by the industry of an independent rail ombudsman with powers to deal with unresolved passenger complaints.
I hope that I have demonstrated that the Government are committed to improving access at stations for disabled passengers through both specific projects such as Access for All and improvements delivered as part of our wider commitment to improving the rail network. I hope that my hon. Friend the Member for Thirsk and Malton has been reassured that the Government remain committed to investment that will improve rail services and accessibility on the network, and I look forward to receiving an application on behalf of his station, Thirsk, in the next round of funding. I wish him and my hon. Friend the Member for Hexham well.
Question put and agreed to.
High Speed Rail (West Midlands - Crewe) Bill (Second sitting)
Nusrat Ghani ExcerptsTuesday 25th June 2019
(4 years, 10 months ago)
Public Bill CommitteesRead Full debate Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 25 June 2019 - (25 Jun 2019)
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
It is a pleasure to serve under your chairmanship, Mr Davies. I do not see a need for the new clause. The environmental statements already report the likely significant effects of phase 2a on trees and woodland habitats, including on ancient and veteran trees and ancient woodland. They also set out the proposed mitigation and compensation for the likely effects of the railway. HS2 Ltd has published an ancient woodland strategy for the scheme that sets out the expected losses of ancient woodland habitat and the range of compensation measures proposed in response to those losses. We have made assurances to organisations such as the Woodland Trust about the protection of woodland and ancient trees.
Furthermore, I attend quarterly ministerial roundtable meetings with the environmental agencies to ensure that HS2 Ltd has its feet held to the fire on this important issue. Very little will have changed between the environmental information that has already been provided and the environmental information that will be published one year after Royal Assent.
Following extensive engagement with the Woodland Trust, HS2 Ltd was able to offer a number of assurances on woodland and ancient trees. It committed to retaining Noddy’s oak near Stockwell Heath in Staffordshire, along with five other veteran trees. The environmental minimum requirements for phase 2a include a key requirement that the nominated undertaker must use reasonable endeavours to adopt mitigation measures that will further reduce any adverse environmental impacts caused by phase 2a.
We will of course continue to engage with relevant stakeholders and interested parties through the national environment forum and through the environmental health sub-group of the phase 2a planning forum. I reiterate that the new clause should be withdrawn.
The Chair
I appreciate that the hon. Member for Reading East is stepping in for his colleague, and valiantly so. The idea is to make your speech when moving the new clause, but all is not lost—if he wants to speak to the new clause now, he is very welcome to do so.
Matt Rodda
That is very generous and gracious of you, Mr Davies. I am sorry if I misunderstood the process while I am standing in for my colleague.
I appreciate that the Minister has taken some time to come back with the Government’s response, but it is worth highlighting some of those points in a little more detail because of the importance of wildlife. As we discussed this morning, it would be somewhat ironic if a positive and pro-environmental measure such as high-speed rail was inadvertently to damage habitats and the Government were unable to respond fully to those concerns.
From the previous stages of HS2, a number of issues have caused serious concern to residents, communities and the public more widely. Although the Bill itself clearly shows a response to some of those elements, it is not as comprehensive as it needs to be. That is why I am seeking a reassessment by the Government through the new clauses.
New clause 1 would require the Government to produce a report on how any actions by HS2 will impact on the natural environment—wildlife, birds and trees. The report could be laid before the Select Committee considering petitions on the potential threats to the natural environment. We have scrutinised the Bill to see whether there is a lack of clarity, and we have tabled the new clause to address that.
By bringing forth a report to be laid before Parliament, the Government would ensure greater focus and scrutiny of the HS2 project. The new clause calls for the report to be laid within a year of the passage of the Bill, which also means there is time for the Government to develop a greater scrutiny role over HS2 Ltd, which is obviously a separate company, and to ensure that it changes its practices and is prepared to give an answer to the House if hon. Members decide that it should do so.
Labour Members have serious concern about the impact of HS2 on the natural environment, as we have discussed a number of times, including this morning, whether on birds nesting, animals burrowing, or indeed the trees themselves. I know from previous debates and questions, which have been asked by Members from all parties, that this issue has been reported on a number of times. However, the approach, behaviour and actions of HS2 Ltd to date have demonstrated why it was crucial to table the new clause.
There have also been reports that HS2 Ltd is using the practice of netting bushes—it has been widely covered in the media in recent months—which clearly can cause real distress to animals, and especially birds, which breach the netting but can then become trapped. We call for the practice to cease. The company should instead seek to remove bushes and hedgerows at a time of year when birds are not nesting—this obviously relates to existing legislation and good practice. There is plenty of time in advance of these major works to reschedule them, to be far more sensitive to the rhythms of nature and, as a result, to do more on this front.
Likewise, it has been drawn to our attention that trees have been felled in the nesting season during the course of the programme. That is completely inappropriate, as it risks eggs, and indeed whole nests, falling to the ground. It is therefore vital that there are further restrictions on HS2, such that it schedules this work outside the nesting season. Although the Bill highlights that HS2 Ltd should follow the best examples of working with nature, including management of trees, in the first phase of the project the company has failed to live up to that. There are examples of felling taking place in the nesting season, and this practice should be halted immediately for phase 1 of the route. However, we also believe that the practice should change for phases 2a and 2b.
We believe that the Government have a responsibility to ensure that they take a more environmentally friendly approach to the project, especially in areas where the project is failing. The Government state that they will simply mitigate habitat loss with the plantation of additional new habitat in future, but that does not go far enough. On a number of occasions the Government have pledged to leave the environment better than they found it, as we all know. However, with destructive and unnecessary actions, such as netting and felling, especially at the wrong time of year, the Government’s pledge is obviously just empty rhetoric.
Labour Members know that conservation is very important to the public. It has an impact on farming and on ensuring that the richness of nature can be enjoyed by all, and we are strongly committed to improving the environment. In that regard, we believe that the Government have to be far more accountable for the actions of HS2 Ltd, especially as the company is at the early stages of a very large programme that will affect significant parts of the country.
By ensuring that the Government must produce a report, the new clause also seeks to provide the Government with a responsibility to set out how they will mitigate the actions that are being taken. I will provide a few examples. Although not common practice, can trees be excavated and moved, especially with a focus on the 27 veteran trees that line the phase 2a route? What wildlife corridors will be built during the construction of HS2 to allow small mammals, other animals and birds to move away from the construction zone? The Bill is silent on that, yet we know that wildlife, whether birds or animals, needs clear corridors that support the wider existence of species. To disrupt those corridors without taking steps to provide alternatives is negligent, yet the Bill is silent on that.
By calling for the Government to be accountable to Parliament on these issues, we will build confidence among MPs and residents that the Government are undertaking due diligence on these important factors, which, I am afraid to say, they have failed to demonstrate to date. It is worth adding that if our new clause is agreed, HS2 Ltd would be more accountable to the House, which I am sure we would all wish to see.
Section (2)(a) focuses on ancient woodlands, especially the points that will not form the actual HS2 route but will be used during construction, as we discussed this morning. The new clause calls for additional consideration to be made to ensure that trees are protected in these areas, since there is more latitude to avoid felling so many trees and removing so much of the natural environment. We believe that the Government, with HS2 Ltd, should ensure that any construction route and the site itself minimises the destruction of natural habitats and, where alternatives can be found, they must be found, including reducing the size of the construction sites to an absolute minimum.
I am sure that the Minister will understand Labour’s concerns, which have also been stressed during the petitions stage of the Bill. Although I know that different tunnelling arrangements were scrutinised at the petitions stage—Labour would seriously consider this, especially around Whitmore—we understand that the majority on the Select Committee determined that the costs would be prohibitive and therefore there is already a far greater cost to our natural environment to be paid. This was agreed at petitions stage.
Labour would approach this project differently. However, I am sure that the Minister will understand why I have brought forward the new clause and why we believe, sadly, that she is not doing enough to mitigate the harm that the Government’s approach to HS2 will cause to the natural environment.
Ms Ghani
I accept the hon. Gentleman’s comments about ensuring that we have complete confidence in the project along its entire route. I agree that wildlife is important, as are trees and ancient trees. However, all his points are covered by the environmental statement, which, at 11,000 pages, is incredibly extensive. That is why I do not believe that we need another layer of reporting on a statement that is already out there. The environmental statement has been scrutinised independently and by the Select Committee, which has made its own decisions.
We have committed in our response to the Select Committee’s third special report that, in order to protect birds, we will provide bird diverters on new power lines near Parkgate, working with the West Midlands Bird Club. We continue to work with the environmental roundtable on these important issues. The Bill has taken into account the effect on wildlife, especially rare and protected species. A balance has to be struck between taking individual landowner’s property and providing land for mitigation.
I remind the hon. Gentleman that all the issues he has raised are already in the 11,000-page document. For that reason, I believe that he should withdraw the new clause.
Matt Rodda
I am grateful to the Minister for giving such a detailed reply and for the work on the bird diverters, which is a step forward. I appreciate that some work has been done on this already. However, on the points that we have made and on the new clause, I would like to press this to a vote.
Question put, That the clause be read a Second time.
Matt Rodda
I beg to move, That the clause be read a Second time.
Opposition Members believe that there has been a serious modal shift in how we use freight in developments. We continually hear the Government talk about modal shift in transport, but there is no mention in the Bill of how to ensure that. For Committee members who are not familiar with this transport terminology, modal shift means a shift from one mode of transport to another, such as from road to rail. Labour does not stand in the way of development but seeks to mitigate its impact, which is why we tabled the new clause.
Rail can be the main driver of change. In the light of all construction sites’ heavy dependency on heavy goods vehicles, and from discussions that my colleagues and I have had with Network Rail and others, we know that rail freight can be better utilised, and it is important to demonstrate that on such an important infrastructure project as HS2. Rail lines will be laid, and it is important, wherever possible throughout the Bill, to utilise rail for the movement of aggregates and materials. We are talking about a major rail infrastructure project, so the logic that rail should supply aggregates and minerals should certainly be considered. There will clearly be no lines at the commencement of the project, but over time the opportunity will arise.
Likewise, it is more sustainable for HS2 to source and move aggregates and material as far as possible by rail, and to use HGVs only for the final part of a journey. Equally, sourcing materials and aggregates as close as possible to the development site would also reduce the expected carbon emissions. Such an approach would also reduce congestion and lessen the impact on air pollution in the local vicinity. That demonstrates good practice in what can be achieved on such a major infrastructure project and can form the basis for a change of approach by the Government when undertaking such major works across the country.
Likewise, materials should remain on the site, or as close as possible to the site, to minimise transport movements. Laying a report before Parliament within a year of the Bill’s passage would provide ample opportunity for HS2 Ltd to work with the Government to establish better construction practices.
Ms Ghani
We recognise the impact that numerous road traffic movements have on local communities. As such, the promoter has proposed numerous highway works and temporary construction haul routes to alleviate that number. The Secretary of State has also given commitments relating to the implementation of these alleviating works and to restricting the use of certain roads for HGV movements. Equally, the strategies for reusing materials to reduce the volume of aggregate necessary to be moved are under continual review. The promoter published its borrow pit review, which outlines the severe reduction in necessary vehicle movements that backfilling and reusing of spoil takes off the road network.
The new clause is not needed. The environmental statement assumes and allows for the delivery of materials, plant and other equipment to construction compounds on the traditional rail network. It contains the working assumption that:
“Wherever reasonably practicable, the rail network will be used in preference to public roads.”
All traffic modelling has included that assumption. In this way, the environmental statement reports to Parliament our preference for transporting the goods, as outlined in the new clause, by rail rather than road. We have already assessed that there is a benefit in transporting all this material by rail, rather than road, and will seek to do that as far as possible. As with the previous new clause, virtually nothing will have changed between the publication of the environmental information and one year post Royal Assent. That is precisely what we have done on the borrow pits of phase 2a, to reduce the distance that aggregates have to travel. We have also put forward a proposed line of route to further reduce lorry movements. The new clause is therefore not needed and should be withdrawn.
Matt Rodda
I am grateful to the Minister for highlighting that commitment on the sourcing of aggregates. That is a helpful step forward, given the significant volumes of aggregates that are needed. The Government have once again talked a good game, but we would prefer to have further scrutiny of this important issue. I therefore wish to press the new clause to a vote.
Question put, That the clause be read a Second time.
Matt Rodda
I beg to move, That the clause be read a Second time.
I thank my hon. Friends the Members for Ipswich (Sandy Martin) and for East Lothian (Martin Whitfield), who attended the petitions hearings of the Select Committee on the High Speed Rail (West Midlands - Crewe) Bill as members of that Committee, and who shared with our shadow Transport team their concerns about how this route will affect active travel. As shadow Minister with responsibility for active travel—walking and cycling—I share those concerns, which is why we tabled the new clause.
It is inevitable that major construction projects will cause an element of disruption to journeys, and inconvenience to cyclists and, to an even greater extent, walkers, but diversions can have a real impact. If a car has to divert for a few miles to cross the HS2 construction site or the final HS2 line, that will add to its journey and its carbon footprint. If a cyclist does the same, it could add considerable time to their journey. It is worse for pedestrians; it could result in hours of extra time.
We tabled the new clause because we need to encourage active travel much more in this country; as was said, the Government are not meeting their targets for it. They have far more to do in this area. The new clause asks the Government to consider the factors further, and to report to Parliament within a year of the Bill’s passing into law. Subsection (2) highlights the need to have regard to not only routes that traverse the rail line, but those that run adjacent to it, which could also be affected. The Government missed a significant opportunity in failing to create a cycle path along the HS2 route. In many continental countries, major roads and rail lines have cycle paths parallel to them; once there is access to the land, it is an obvious choice to make.
Cycle routes are increasingly popular; they are the most direct route, away from car and lorry use. A segregated north-south cycle route adjacent to the line, but obviously some distance away from the line’s boundary, would have been an important legacy of the HS2 project. There would have been very little extra cost, in the light of the scale of this enormous construction project. Again, we ask the Government to show more concern for walkers and cyclists by considering the issue and reporting back to Parliament within a year of the enactment of the Bill.
Ms Ghani
Contrary to what the new clause suggests, I do not agree that we have not looked into or provided for non-motorised use. Let me give the hon. Gentleman some examples. On the particular part of HS2 that we are here to scrutinise, we have offered assurances to Cycling UK that some footpaths will be made more suitable for people who cycle or ride horses, so that local users of those public rights of way can seek, through the appropriate local planning process, to have those upgraded routes redesigned.
Yesterday, in response to the Transport Committee’s third special report on the Bill, we committed to working with Colwich parish council as it seeks funding from the recently announced £21 million Sustrans fund, and from funds that I announced last year. Phase 2a’s own £5 million community engagement fund and business and local economy fund are also available to improve towpaths, which will improve local walking and cycling facilities. I also announced the £6.5 million road safety fund, which provides even more money to support local initiatives for cycling and walking and for other non-motorised users.
Once again, I refer back to the environmental statement, because it covers most of the points raised. The report focuses on the impact of construction operations on cycling and walking. We have looked into the potential disruption in great detail in every area where it will occur along the phase 2a route. We have reported the likely effects and the proposed steps to mitigate those effects in the environmental statement. I refer the hon. Gentleman in particular to the community area report in that statement, which goes into detail on each part of the route. In that assessment, we included the likely effects on other non-motorised users of public rights of ways, such as horse riders, as is appropriate for works in a rural area, and steps for their mitigation.
There is a report, mitigations are taking place and there is engagement with local communities. The new clause is not needed and should be withdrawn.
Matt Rodda
I appreciate the Minister coming back on this issue. However, yet again the scale of ambition is very limited, and there is arguably far too little mitigation. A cycle path along the length of the HS2 route would have been a huge enhancement for the country at a time when we are failing to meet our cycling and walking targets; not having that shows a lack of ambition. I will press the new clause to a vote.
Question put, That the clause be read a Second time.
Ms Ghani
The hon. Gentleman raises a very important point, and it is vital that HS2 engages fully with residents and deals with them swiftly, clearly and with humility. As this is such a sensitive issue, and no doubt many people will focus on it, I will take a moment or two to respond.
Most types of tenants affected by the scheme are already provided for under current compensation law. Where they are not, the Government can use flexible, non-statutory arrangements to provide support. Where the law is silent, the Government have committed to taking forward appropriate measures in discussion with stakeholders and residents, should it be necessary to do so. Matters of tenant compensation are complex, because they depend on an individual’s tenancy arrangements. However, I will endeavour to summarise briefly the support that is available. I will outline the legal position, the comprehensive non-statutory schemes that the Government have developed to assist property owners who are affected by HS2, and the work that the Government are taking forward following parliamentary scrutiny of high-speed rail hybrid Bills.
The elements of compensation payable are set by the Ministry of Housing, Communities and Local Government, and apply to all Government-led infrastructure projects, including HS2. The HS2 scheme applies these arrangements, which have been debated, agreed and set by Parliament, together with the vast body of case law on the subject. Compensation is based on the principle of financial equivalence: the person affected should be financially compensated with no less and no more than what they have lost. Compensation due to tenants is therefore commensurate with their interests and the land they occupy; for example, if a private tenant property is subject to compulsory purchase, the tenant should be eligible for various heads of claim that comprise the market value of the leasehold interest in the land. They might also be eligible for a home loss payment for the loss of their home, and for reasonable moving costs.
The key part of the non-statutory arrangements is a consideration of atypical properties and special circumstances. These are established, funded arrangements that apply to tenants as well as property owners. I am pleased to say that in response to concerns raised by the phase 2a Commons Committee, the Government have committed to improving guidance on those atypical arrangements and raising awareness and accessibility, so that we can continue to provide the right support at the right time to people who need to use them. The Government have also been charged with developing a non-statutory prolonged disruption scheme in response to the phase 1 Lords Committee’s concerns on this subject. The Government intend shortly to release details of the scheme, which will assist residents who have different types of tenure, and who are affected by significant construction noise across the HS2 route.
Finally, in response to concerns raised by the phase 2a Commons Committee, the Government have committed to taking forward three strands of work on compensation for owners of houseboats and other types of moveable home. The first is to explore whether there is a case for bringing houseboats into line with caravans on statutory home loss payment entitlement. The second is to establish whether there is a case for introducing regulations to compensate houseboat residents who are affected by significant noise disturbance from rail works. The third is to explore the potential use of non-statutory compensation measures in advance of legislation being introduced, should the case for change be established. The Government are committed to taking forward appropriate measures in discussion with stakeholders and affected residents.
In conclusion, I believe the Government’s established non-statutory arrangements, which are as broad and inclusive as possible, are an appropriate and flexible tool to support all types of residents affected by the HS2 scheme. That is why I believe the proposed new clause is unnecessary, and I would urge the hon. Gentleman to withdraw it.
Matt Rodda
I thank the Minister for her response, and for mentioning the legal principles of the compensation scheme. As she said, however, the Government’s response is still a work in progress. For that reason, and because of the serious public concern about rented properties, I will press the new clause to a vote.
Question put, That the clause be read a Second time.
Matt Rodda
I beg to move, That the clause be read a Second time.
The new clause follows an inquiry at the petitions stage of the Bill that there was no remit to consider at that stage. Hon. Members will have heard that the kind of tracking used can have a significant impact on cost, including long-term maintenance costs, and the noise of the railway. It also has an impact on the speed at which trains travel. As the route has been singled out as providing high-speed rail travel, it is right that the Government work with engineers on the issue.
Although using slabs on the rail line is believed to be more expensive initially, it could prove much more efficient in the long term than using sleepers because it is low-maintenance. Across Europe and beyond, modern railway infrastructure projects are changing, and it is common for slab track to be preferred to sleepers. This short new clause asks the Government to assess the cost, efficiency and impact of that approach.
Ms Ghani
I do not see the need for the new clause. Again, the environmental statement assesses a reasonable worst case for the impacts of construction and operation of the railway. That includes so-called slab track, and track laid on ballast, or sleeper track. To comply with the environmental minimum requirements, the type of track used must be within the reasonable worst-case impact assessed in the environmental statement.
HS2 is one of the most scrutinised pieces of legislation to pass through the House—it even has its own Select Committee—and there are several other opportunities throughout the year for an inquiry to take place. There is constant reporting to Parliament and justifications for why decisions are taken. Reporting to Parliament obviously matters, and it takes place, but constant discussions about cost add another layer of financial burden and bureaucracy when the reports are already in place. The new clause is not needed and should be withdrawn.
Matt Rodda
I appreciate the Minister’s response. We will not press the new clause to a vote, so I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 6
Quarterly reports on environmental impact, costs and progress
‘(1) The Secretary of State must publish quarterly reports on the scheduled works throughout the period in which those works take place.
(2) Each such report must contain an assessment of—
(a) environmental impact;
(b) costs; and
(c) progress compared to the scheduled timetable.
(3) The first such report must be laid before Parliament within the period ending three months after the day the scheduled works commence.
(4) Each subsequent report must be laid before Parliament within three months of the publication of the last report under this section.’—(Matt Rodda.)
Brought up, and read the First time.
Ms Ghani
That was such a wide-ranging speech that I fear it fell out of the scope of the line-by-line scrutiny of this Bill. However, I will do my best to address as many of the issues as possible. It was slightly difficult to follow the hon. Member for Reading East, because on the one hand he says that he supports the project, but on the other he wants to throw everything into the basket to undermine it. He asserted that the costs keep rising, but that simply is not the case. The total funding envelope for HS2 remains at £55.7 billion in 2015 prices. The Department is keeping a firm grip on costs, and HS2 Ltd is working with its supply chain to ensure that that continues. I advise the hon. Gentleman that if he wants to ensure that costs are kept low, undermining the project and the supply chain is not the way to go about it.
The hon. Gentleman spoke about ensuring value for money. We will make a full business case, including assessment at the point of notice to proceed. That will also ensure that we are fully integrated, taking into account the needs of Northern Powerhouse Rail. [Interruption.]
Ms Ghani
I return to highlighting how important this line is and the fact that it has to adhere to a single budget. Of course, without HS2 there would not be Northern Powerhouse Rail, because it requires the infrastructure for HS2.
Before I address some of the issues raised about climate change, I remind the hon. Member for Reading East that travelling by rail is the most efficient way to travel. It is a good form of transport because it means that passengers do not fill up lots of cars on the motorway or take flight. The hon. Gentleman threw down the gauntlet on a number of issues relating to carbon impacts; he gave me the right to reply in writing, but I may have the answers in front of me, so I will do my best to respond.
Compared with most other transport modes, high-speed rail offers some of the lowest carbon emissions per passenger kilometre, significantly less than cars and planes. As an annual average, the scheme’s carbon footprint over the course of the construction period will represent less than 1% of the UK’s annual construction carbon footprint. The scheme is expected to save 419,000 tonnes of carbon dioxide emissions through modal shift in transport—that was a very good term that the hon. Gentleman used—with approximately 364,000 tonnes saved as a result of road, rail and domestic air passengers switching to high-speed rail, and 55,000 tonnes saved as a result of road freight moving on to existing rail lines due to released capacity from the scheme. Over the 120-year design life of the scheme, the net carbon emission reduction from modal shift is estimated at minus 307,000 tonnes.
Mr Paul Sweeney (Glasgow North East) (Lab/Co-op)
The Minister makes an important point about the benefits of modal shift. It is important that we have a national aspiration to integrate all the United Kingdom’s core cities with high-speed rail networks, and this is a significant step in that direction. However, on a good day, flying from Glasgow to London takes me three hours from door to door. It is clear that even with these improvements, the journey from Glasgow to London by rail will still take three hours and 40 minutes. It needs to be below three hours. What will the Minister do to advance that national objective?
Ms Ghani
There will be a reduced journey time on high-speed rail, which will open up capacity on existing railway lines. It will also shift people from roads or flights to rail, which is incredibly important. We will continue to invest north of London. This is just one way of ensuring that the journey becomes far more integrated, but I know that the hon. Gentleman would like it to become even faster. Considering that it has taken us so long to get high-speed rail up and running, who knows what will come in the next iteration? However, I do take his point.
Let me return to the important point about skills that the hon. Member for Reading East raised. At present, there are 9,000 people working on high-speed rail, with more than 2,000 businesses already involved in the chain. The hon. Gentleman raised an important point about how we will reach the 30,000 people who will be required to build the railway; that is why we have two colleges set up to improve the technical and academic skills of people working on the railway line, from design to construction.
Having made all those arguments, I really do not understand the need for new clause 6. The issue of quarterly reporting has been raised, but HS2 Ltd already provides annual reports to Parliament, as required by the DFT-HS2 Ltd framework document. I believe that that level of reporting is proportionate and sufficient. The project is bound not to exceed the likely significant environmental effects assessed for the scheme, as reported to Parliament. As part of HS2 Ltd’s sustainability policy, an environmental management system will be developed that will set out the procedure to plan and monitor compliance with environmental legislation; the record-keeping arrangements, including reports to my Department; and the procedures that will be put in place to monitor compliance with the Bill’s environmental provisions.
There is so much scrutiny and accountability that separate quarterly reporting would be excessive and burdensome to the Department. There are already reports out there; if the 11,000-page report were read fully, I believe it would answer a number of the questions that have been raised so far. I do not believe that there is any need for the new clause. It should be withdrawn.
Matt Rodda
It is interesting to listen to a Minister trying to justify providing a lack of information to Parliament. For a programme of this scale—it is utterly huge and encompasses not only the Department for Transport, but many other parts of the public sector and a large supply chain—internal reports will obviously be produced much more regularly than the annual report that the Minister described. Given the scale of the programme, the significant investment of public money and the need for the Executive to be held to account by Parliament so that the public can see that their money is being spent well, surely it is only common sense to make the reporting public on a quarterly basis.
Separate evidence will be available internally. I am sure that people at HS2 will produce thousands of Gantt charts and other forms of reporting for internal and departmental use; having worked as a civil servant on much smaller programmes, I am sure that that information is there. Surely it is incumbent on the Government to provide Parliament with a much more regular update so that it can properly scrutinise spending such large amounts of public money.
On the point about the environment, I am grateful for the Minister’s lovely commercial for rail travel, which I fully support. We absolutely value investment in high-speed rail, which the Labour party sees as a huge step forward for the country, but the Minister only partially addressed the specific point about the amount of carbon produced during the construction stages. Will she write to the shadow Rail Minister, my hon. Friend the Member for York Central (Rachael Maskell), to provide more detailed points about the specifics of the carbon produced during the construction period? The use of heavy goods vehicles—particularly if road freight is used, as we discussed earlier—and of aggregates and other materials can be carbon intensive. It would be wise to consider ways of reducing that carbon impact as the programme is rolled forward.
On the final point about skills, we fully support the investment in the two colleges. That is an important part of developing a skilled workforce in the areas the line crosses. However, we ask the Government to carry out more forward planning and to consider this as an even greater opportunity to develop a highly skilled workforce for the future, given the scale of the programme and the geographical spread of the line, particularly as it runs through many relatively disadvantaged communities, whether they be isolated rural communities with limited local employment or urban city centres. On that basis, we call for a Division on this new clause.
Question put, That the clause be read a Second time.
Ms Ghani
The hon. Gentleman raised some important points. I agree with him that we need strong community engagement and good public engagement, and that the response has to be flexible and responsive.
Let me remind the hon. Gentleman what HS2 is actually doing. This was one of the trickiest parts of my brief when I took over as Minister for HS2, because I wanted to ensure that HS2’s community engagement was on point, especially as further and deeper construction work takes place. The commitment to public engagement is evidenced by the community engagement strategy and the biannual community engagement progress report. For example, in 2018 more than 36,000 people attended over 2,200 engagement activities, including meetings, drop-ins and events across the whole of the HS2 route. The 24/7 help desk dealt with 26,697 inquiries, and nine out of 10 complaints were dealt with within 20 working days or fewer. I constantly put pressure on HS2 Ltd to ensure that it is working as effectively and with as much humility as possible.
Further, as a Minister I have secured meetings in Parliament between Members and HS2, sometimes with constituents. The hon. Gentleman may not be aware of this, so I put on the record that there is an independent construction commissioner and residents’ commissioner. The residents’ commissioner also gave evidence to the Select Committee. A substantial amount of public engagement is already taking place. That must continue and be of good quality. There must be speedy responses to the public’s concerns, in a way that they can understand and digest, given the level of engagement already taking place and the fact that the Secretary of State has made a number of commitments to continue to engage with all stakeholders. All of that information can be found on the HS2 website. It is published online, as is the register of undertakings and assurances.
Of course, we should never take anything for granted and HS2 Ltd should continue to work as closely as possible with the communities that require further assurance or changes in lifestyle. It needs to work with them as efficiently as it can. Considering all the work that is already taking place and will take place, I believe that the new clause is unnecessary and should be withdrawn.
Matt Rodda
I am grateful to the Minister for running through the existing engagement strategy and, indeed, the volume of correspondence and engagement that has taken place. However, it is somewhat disappointing that the Government are still not pursuing this through regulations and are not putting it on a statutory footing. We will therefore press the new clause to a vote.
Question put, That the clause be read a Second time.
High Speed Rail (West Midlands - Crewe) Bill (First sitting)
Nusrat Ghani ExcerptsTuesday 25th June 2019
(4 years, 10 months ago)
Public Bill CommitteesRead Full debate Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 25 June 2019 - (25 Jun 2019)
The Chair
Welcome to the Committee’s first sitting. Would everyone please ensure that their phones are on silent? We will first consider the sittings and order of consideration motions, which stand in the name of the Minister, which I hope we can take without too much debate. I call the Minister to move the sittings motion.
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I beg to move,
That, if proceedings on the High Speed Rail (West Midlands - Crewe) Bill are not completed at this day’s sitting, the Committee do meet on:
(a) Tuesdays when the House is sitting at 9.25 am and 2.00 pm; and
(b) Thursdays when the House is sitting at 11.30 am and 2.00 pm.
Thank you, Ms Buck, for introducing proceedings. I look forward to working with all members of the Committee on the important process of line-by-line scrutiny of the Bill, and to hearing from Her Majesty’s loyal Opposition as part of that. I thank the High Speed Rail (West Midlands - Crewe) Bill Select Committee, chaired by my hon. Friend the Member for Rochford and Southend East (James Duddridge), which has heard from directly and especially affected petitioners over the past 15 months and has accordingly made changes to the scheme and the Bill. I am delighted that we can now move on to the next stage of consideration, which will enable us to take the benefits that the railway will bring further north.
The clauses and stages of the Bill follow previous hybrid Bills very closely, so they have already been approved by Parliament on several occasions. The functions of the Bill are: to authorise the compulsory purchase of the land needed, to give deemed outline planning consent to the phase 2a section of the railway, to give the nominated undertaker the powers to build and maintain the railway, and to modify existing legislation to enable this all to progress smoothly. Issues relating to the compulsory purchase of land and how that affects individuals, organisations and businesses have largely been dealt with by the Select Committee. What remains for this Committee are largely technical matters.
Question put and agreed to.
Ordered,
That the Bill be considered in the following order, namely, Clause 1, Schedule 1, Clause 2, Schedules 2 and 3, Clause 3, Schedules 4 and 5, Clause 4, Schedules 6 and 7, Clause 5, Schedules 8 to 10, Clauses 6 and 7, Schedule 11, Clause 8, Schedule 12, Clause 9, Schedule 13, Clause 10, Schedule 14, Clauses 11 to 13, Schedules 15 and 16, Clauses 14 to 17, Schedule 17, Clauses 18 to 21, Schedules 18 and 19, Clause 22, Schedule 20, Clauses 23 to 27, Schedule 21, Clause 28, Schedules 22 and 23, Clause 29, Schedule 24, Clause 30, Schedule 25, Clause 31, Schedule 26, Clause 32, Schedule 27, Clauses 33 to 37, Schedule 28, Clause 38, Schedule 29, Clauses 39 and 40, Schedule 30, Clauses 41 and 42, Schedule 31, Clause 43, Schedule 32, Clauses 44 to 62, new Clauses, new Schedules, remaining proceedings on the Bill.—(Ms Ghani.)
The Chair
We now begin line-by-line consideration of the Bill. The selection list for today’s sitting, which is available in the room, shows how clauses, schedules and amendments have been grouped for debate. Grouped matters generally deal with the same or similar issues. The selection and grouping is simple: schedules introduced by a particular clause have been grouped for debate with that clause. Decisions on each will be taken at the end of each debate in accordance with the order of consideration resolution just agreed by the Committee. The only amendments are new clauses, which will be taken in turn after the existing clauses and schedules have been dealt with. I will use my discretion to decide whether to allow separate stand part debates on individual clauses and their schedules in the light of preceding debates.
Clause 1
Power to construct and maintain works for Phase 2a of High Speed 2
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to discuss that schedule 1 be the First schedule to the Bill.
Ms Ghani
The clause authorises the nominated undertaker to construct and maintain the works specified in schedule 1 for the construction of phase 2a of High Speed 2 and other incidental works. It is a standard clause found in all works Bills. Phase 2a sits between two larger phases of the HS2 project, so the clause makes provision to accommodate emerging design works for phase 1 at Handsacre junction and phase 2b at Crewe.
Schedule 1 sets out the construction requirements for the scheduled works and provides permitted limits of deviation from the siting of works as shown on the relevant plans. It also provides a description of the scheduled works. The permitted deviation limits have precedence in other railway Acts, most recently the High Speed Rail (London - West Midlands) Act 2017. The limits of the deviation reflect the fact that the design of phase 2a is, by necessity, at an outline stage—detailed design will come later—so some flexibility is essential. Any variation within the limits of deviation is controlled by the environmental minimum requirements.
Matt Rodda (Reading East) (Lab)
Labour supports High Speed 2, as it will address the severe capacity constraints on our rail network and improve connections between cities in the midlands and the north. Any responsible Government must contend with the fact that commuter and freight services are being squeezed off the network due to lack of capacity. HS2 is vital for unblocking the railway and creating additional capacity.
The UK is off track to meet its emission reduction targets under the Climate Change Act 2008. Transport is the most emitting sector of the economy and the worst performing sector with regard to emissions—indeed, emissions have risen since 2010. HS2 will provide an alternative to domestic flying and will tackle that important issue. It will also allow for more reliable rail services.
It is vital that we get HS2 right. It is a tremendous opportunity to improve connectivity and we support it as part of a package of delivering transformative investment in our rail system.
Ms Ghani
I welcome the hon. Gentleman’s comments. We are debating a particular section of the line, and I welcome his support.
Question put and agreed to.
Clause 1 accordingly ordered to stand part of the Bill.
Schedule 1 agreed to.
Clause 2
Further provision about works
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to discuss the following:
That schedule 2 be the Second schedule to the Bill.
That schedule 3 be the Third schedule to the Bill.
Ms Ghani
The clause authorises a nominated undertaker to carry out any necessary ancillary works for the construction and maintenance of phase 2a, as long as such works remain within the limits shown on the plans. That could be railway works as set out in subsection (1) or, as stated in subsection (3),
“landscaping and other works to mitigate any adverse effects of the construction”.
Again, it is a standard clause for works Bills.
Subsection (4) introduces schedule 2, which contains
“further and supplementary provision about works.”
It allows for certain protective works, such as the preservation of buildings, tree management and so on, to be carried out for works authorised by the Bill. Schedule 2 also describes how the nominated undertaker can access properties along the route to investigate land, carry out protective works and provide safeguards for the property owners. Subsection (5) allows a nominated undertaker to divert the electricity lines identified in schedule 3, and to carry out the ancillary works required for the diversions.
Question put and agreed to.
Clause 2 accordingly ordered to stand part of the Bill.
Schedules 2 and 3 agreed to.
Clause 3
Highways
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to discuss the following:
That schedule 4 be the Fourth schedule to the Bill.
That schedule 5 be the Fifth schedule to the Bill.
Ms Ghani
Clause 3 introduces schedules 4 and 5, which allow the nominated undertaker to carry out works to and otherwise affect highways. That includes creating new or improving existing highways and highway accesses, and stopping up roads. It also requires the nominated undertaker to obtain the consent of Highways England before carrying out works to roads for which that body is responsible, for example motorways and trunk roads.
Matt Rodda
Developers can be overly dependent on road transport, which is ironic in a major rail project. I hope that the Minister will agree that as much freight as possible should be delivered by rail so as to minimise road use and the inevitable disruption to local communities. What steps have the Government taken to address that important issue?
Ms Ghani
The hon. Gentleman makes a valid point. We want the project to be as clean and green as possible, and freight capacity is a major issue that we are investigating to ensure that as much freight can be moved by rail as possible. I hope that provides him with the confidence he needs.
Question put and agreed to.
Clause 3 accordingly ordered to stand part of the Bill.
Schedules 4 and 5 agreed to.
Clause 4
Power to acquire land compulsorily
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to discuss the following:
That schedule 6 be the Sixth schedule to the Bill.
That schedule 7 be the Seventh schedule to the Bill.
Ms Ghani
Clause 4 provides the Secretary of State with the power to compulsorily acquire land within the limits shown in the Bill, where such land is required for phase 2a. Subsection (2) introduces schedule 6, which describes some of the land to be acquired and the particular purposes for which it may be acquired. It is not land required for the scheduled works; it is land required for ancillary works, including environmental mitigation, utility diversions and borrow pits. The clause further provides that the normal legislative regime relating to compulsory acquisition is to apply, subject to the modification set out in schedule 7. The purpose of the modifications is to streamline the land acquisition process, as Parliament will already have given approval to the Bill.
Matt Rodda
Compulsory purchases and compensation have been an issue of contention during this process. For phase 1 it was initially decided that residents of urban areas would receive less compensation that those in rural areas—a decision that was eventually overturned. It is important that such issues are dealt with fairly, but it appears that tenants who are adversely affected by the scheduled works are not being treated fairly as there is no scheme to compensate them. Those who rent are already disadvantaged compared with those who own their own properties, and I believe that much more can and should be done. I will return to that issue when we discuss the new clauses.
Ms Ghani
The hon. Gentleman raises an important point. The purchase of land is essential to the completion of the proposed scheme. People directly and especially affected by the Bill have had the opportunity to petition the House and will have another opportunity to do so in the other place.
The project endeavours to use land as effectively and efficiently as possible. There are a number of places where compensation claims can be heard and settled by agreement, whereas disputes can be dealt with by the upper tribunal or by other factors that HS2 has put in place to deal with local communities and local people. Even though the project provides some disruption along the line, we want to ensure that we are doing the right thing by the communities we are working with.
Question put and agreed to.
Clause 4 accordingly ordered to stand part of the Bill.
Schedules 6 and 7 agreed to.
Clause 5
Acquisition of rights and imposition of restrictive covenants
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to consider the following:
That schedule 8 be the Eighth schedule to the Bill.
That schedule 9 be the Ninth schedule to the Bill.
That schedule 10 be the Tenth schedule to the Bill.
Ms Ghani
Clause 5 provides the Secretary of State with the power to acquire rights in land, such as access over it, or to impose restrictive covenants over land for the purpose of phase 2a, rather than acquiring the land itself.
Subsection (2) introduces schedule 8, which specifies land where powers of acquisition are limited to the acquisition of rights or the imposition of restrictive covenants for the purposes specified in column 3 of the table in that schedule. In particular, the restrictive covenants can be imposed for the preservation of ground re-profiling. This will ensure that no future changes are made that detrimentally affect the ability to deliver, maintain or operate phase 2a. Subsection (3) makes it clear that the Secretary of State can acquire rights or impose restrictive covenants for the benefit of another person, such as a statutory undertaker.
The clause also gives the Secretary of State the power to provide that a specified person may exercise the powers under the Bill to acquire rights to impose restrictive covenants. For example, it may be prudent to give a statutory undertaker the rights to impose restrictions so that they can maintain their own equipment on that land.
Subsection (6) introduces schedules 9 and 10, which contain provisions about the application of compulsory purchase legislation in relation to the acquisition of rights over land or the imposition of restrictive covenants. Subsection (7) amends section 5 of the High Speed Rail (London - West Midlands) Act 2017—the phase 1 Act—to make it clear that the Secretary of State can apply rights or impose restrictive covenants under that section for the benefit of another person, such as a statutory undertaker.
Question put and agreed to.
Clause 5 accordingly ordered to stand part of the Bill.
Schedules 8 to 10 agreed to.
Rachel Maclean (Redditch) (Con)
On a point of order, Ms Buck. Is it in order to have a second shadow Minister kneeling on the floor during the Committee’s proceedings? I would be grateful for your guidance.
The Chair
I understand the point, and normally that would not be acceptable, but my understanding is that the hon. Lady in question would have been a member of the Committee had she not lost her voice. With the leave of the Committee, perhaps a bit of flexibility would be acceptable in this case.
Clause 6
Acquisition of airspace
Question proposed, That the clause stand part of the Bill.
Ms Ghani
Clause 6 allows the Secretary of State to use the power under section 4(1) to compulsorily acquire airspace only, rather than the land beneath it, for the purpose of aerial works. The clause provides that where the Secretary of State needs to acquire only airspace, a landowner cannot require the Secretary of State to compulsorily purchase the land beneath it.
Question put and agreed to.
Clause 6 accordingly ordered to stand part of the Bill.
The Chair
With this it will be convenient to consider that schedule 11 be the Eleventh schedule to the Bill.
Ms Ghani
Clause 7 allows the Secretary of State to compulsorily purchase only the subsoil or under-surface of land within the Bill limits for work such as tunnelling. Where the Secretary of State only acquires the subsoil or under-surface, he cannot be compelled to purchase the surface land, except where sub-surface acquisition includes part of a building, such as a cellar, and would therefore have a material detrimental impact on the remainder of the property.
Subsection (4) introduces schedule 11, which in specified cases restricts the compulsory powers of acquisition to subsoil or under-surface of land and the imposition of restrictive covenants. The table in the schedule details land where only subsoil more than nine metres below the surface can be compulsorily acquired. This is mostly for deep tunnels.
Question put and agreed to.
Clause 7 accordingly ordered to stand part of the Bill.
Schedule 11 agreed to.
Clause 8
Highway subsoil
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to consider that schedule 12 be the Twelfth schedule to the Bill.
Ms Ghani
Clause 8 allows the nominated undertaker to use any subsoil beneath the highway within the Bill limits which is required for the purpose of construction and maintenance of works authorised by the Bill, without the need formally to acquire the subsoil or any interest in it. This does not apply to cellars, vaults, archways or other structures that form part of a building fronting on to a highway.
Subsections (3) and (4) introduce schedule 12, which lists the highway allowed within the Bill limits where the powers to take subsoil or compulsorily acquire interest in the land cannot be exercised except in the case of street works, as per subsection (6). Subsection (5) provides that, in the case of highways in the land specified in the table in paragraph 1 of schedule 11, only subsoil that is more than nine metres beneath the level of the surface may be taken.
Matt Rodda
Obviously, layers of subsoil are important. There is a link to the depletion of high-quality soils. We need to preserve good soil for farming. Some farmers in this important agricultural area might have spent time improving the quality of soil on their land. We would like this issue to be addressed so that any movement of soil is managed with great care and caution.
Ms Ghani
The hon. Gentleman raises an important point. I already attend meetings with the National Farmers Union and the Country Land and Business Association. We will of course continue to work with them, and he will know that we try to reduce any environmental impact when building this railway line.
Question put and agreed to.
Clause 8 accordingly ordered to stand part of the Bill.
Schedule 12 agreed to.
Clause 9
Termination of power to acquire land
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to consider that schedule 13 be the Thirteenth schedule to the Bill.
Ms Ghani
Clause 9 sets out an expiry period for compulsory purchase powers of five years from the date of Royal Assent. The clause allows the Secretary of State by order to extend this period by not more than five years. Any order extending the time limit for the exercise of these powers is subject to special parliamentary procedure.
Subsection (4) introduces schedule 13, which enables landowners, in the event of an extension to the time limit, to require the Secretary of State to acquire their property interests. If he decides not to, the compulsory purchase powers over the property interest will cease. Similar provisions were included in the Crossrail Act 2008 and the High Speed Rail (London - West Midlands) Act 2017.
Question put and agreed to.
Clause 9 accordingly ordered to stand part of the Bill.
Schedule 13 agreed to.
Clause 10
Extinction of rights over land
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to consider that schedule 14 be the Fourteenth schedule to the Bill.
Ms Ghani
Clause 10 introduces schedule 14, which contains provisions about extinguishing private rights and any general rights of access over land, where such land is required for phase 2a. Those who suffer loss due to extinguishment of a private right would be entitled to compensation under the normal compensation provisions. Provisions for extinguishing rights were included in the Crossrail Act 2008, the Channel Tunnel Rail Link Act 1996 and the High Speed Rail (London - West Midlands) Act 2017. Similar provisions apply to compulsory acquisition by local authorities.
Question put and agreed to.
Clause 10 accordingly ordered to stand part of the Bill.
Schedule 14 agreed to.
Clause 11
Extinction of rights of statutory undertakers
Question proposed, That the clause stand part of the Bill.
Ms Ghani
The clause applies the provisions of the Town and Country Planning Act 1990, which provide a process by which any apparatus of the statutory undertaker on such land may be removed and related rights over the land extinguished. Clause 11 is subject to the protected provisions for specified statutory undertakers in schedule 32, which makes provision for the diversion or protection of their apparatus.
Question put and agreed to.
Clause 11 accordingly ordered to stand part of the Bill.
Clause 12
Exclusion of new rights of way
Question proposed, That the clause stand part of the Bill.
Ms Ghani
The clause prevents rights of way from being acquired by prescription over land that forms an access to any railway infrastructure and which is held for phase 2a.
Question put and agreed to.
Clause 12 accordingly ordered to stand part of the Bill.
Clause 13
Temporary possession and use of land
Question proposed, That the clause stand part of the Bill.
The Chair
With this, it will be convenient to consider the following:
That schedule 15 be the Fifteenth schedule to the Bill.
That schedule 16 be the Sixteenth schedule to the Bill.
Ms Ghani
Clause 13 introduces schedules 15 and 16, which give the Secretary of State powers to take temporary possession of land within the Bill limits for the purpose of phase 2a. The land listed in the table in schedule 16 can be taken only temporarily and not acquired, except for subsoil and rights or restrictive covenants over the land.
Schedule 15 sets out the procedure, including the notice required, the payment of compensation to effective landowners, the suspension of private rights and rights of access over the land during the period of temporary possession and arrangements for the restoration and return of the land.
Question put and agreed to.
Clause 13 accordingly ordered to stand part of the Bill.
Schedules 15 and 16 agreed to.
Clause 14
Use of roads
Question proposed, That the clause stand part of the Bill.
Ms Ghani
Clause 14 allows the nominated undertaker to use any road specified in the table in schedule 8, which is land for which only rights may be compulsorily acquired or over which restrictive covenants may be imposed, so as to obtain a right of passage for the purpose of phase 2a. This power ends five years after phase 2a is brought into general use.
Matt Rodda
The clause will require ongoing construction work and will cause significant disruption to road networks in certain areas. It is important that disturbance is kept to a minimum. The use of roads is likely to result in unplanned road congestion, which can lead to delays for motorists, disrupt public transport and interfere with walking and cycling routes. It also has the potential to disrupt many people’s travel patterns, with the increase in roadside emissions as well. It is not possible to effectively predict the impact of the disruption to road networks, travel patterns and air quality in advance, which is why Labour thinks it is important that there should be ongoing public engagement to ensure that impacts are mitigated.
Ms Ghani
The hon. Gentleman raises another important point—the issue of ongoing engagement with Highways England, local authorities, those who drive, cycle and walk, and also Members of Parliament. That is the case at the moment. HS2 Ltd has provisions in place to ensure that it works with local communities and local council management on local travel plans. It will have to continue to do so through the construction phase.
Question put and agreed to.
Clause 14 accordingly ordered to stand part of the Bill.
Clause 15
Enforcement of restrictions on land use
Question proposed, That the clause stand part of the Bill.
Ms Ghani
The clause allows the Secretary of State when entering into agreements relating to phase 2a to impose prohibitions or restrictions on the owners of land to bind successors in title as if they were the original party. This is despite the fact that the Secretary of State may not at the time of the agreement own land to be benefited by the prohibition or restriction.
Question put and agreed to.
Clause 15 accordingly ordered to stand part of the Bill.
Clause 16
Compensation for injurious affection
Question proposed, That the clause stand part of the Bill.
Ms Ghani
The clause provides that the nominated undertaker will be responsible for paying compensation under section 10(1) of the Compulsory Purchase Act 1965, instead of the Secretary of State.
Question put and agreed to.
Clause 16 accordingly ordered to stand part of the Bill.
Clause 17
Deemed planning permission
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to discuss that schedule 17 be the Seventeenth schedule to the Bill.
Ms Ghani
The clause provides deemed planning permission under part III of the Town and Country Planning Act 1990 for carrying out the works authorised by the Bill. Deemed planning permission is granted only for ancillary works in the Bill where the impact of such work is assessed in the environment statement, or where the development is exempt within the meaning of the environmental impact assessment regulations. Any work outside those parameters would require separate planning permission. Subsection (3) introduces schedule 17, which sets out the conditions of deemed planning permission. That includes the requirement for approval from the relevant local authorities on specific aspects of design and construction to ensure that local impacts are appropriately mitigated in the area—for example, the movement of lorries to and from construction sites.
Matt Rodda
This is an extremely important issue as it deals with important environmental matters. The schedule addresses salutary points and deals with the conditions of deemed planning permission, as the Minister mentioned. We are concerned about the environmental matters covered, including the impact of dust, soil and road traffic. We are also concerned about how material is taken away from the site, vehicle movements and the impact on historic sites, which we will deal with later. I will return to these matters later today.
Ms Ghani
The hon. Gentleman once again raises valid points about how we remove material and mitigate any impact on the neighbouring communities, which is what HS2 is doing with its local engagement, as well as by working with local authorities. Planning permission provided by clause 17 is necessary to the construction of the proposed scheme and it provides more clarity to those directly and specially affected by the Bill.
Question put and agreed to.
Clause 17 accordingly ordered to stand part of the Bill.
Schedule 17 agreed to.
Clause 18
Time limit on deemed planning permission
Question proposed, That the clause stand part of the Bill.
Ms Ghani
The clause sets out, as a condition of deemed planning permission, a time limit of 10 years after Royal Assent within which the authorised works must have commenced. The clause also allows the Secretary of State to extend by regulations the period by which any work must be commenced. Such regulations are to be made by statutory instrument, subject to the negative resolution procedure.
Question put and agreed to.
Clause 18 accordingly ordered to stand part of the Bill.
Ms Ghani
The clause allows the Secretary of State by regulations to disapply the planning permission granted by the Bill for maintenance or alteration of phase 2a works carried out after a specific date. The clause is intended to relate to works post construction where it would be disproportionate for the HS2 infrastructure operator to have such broad planning permission.
Question put and agreed to.
Clause 19 accordingly ordered to stand part of the Bill.
Clause 20
Development consent
Question proposed, That the clause stand part of the Bill.
Ms Ghani
The clause makes it clear that development consent under the Planning Act 2008 is not required for the authorised works. That Act provides for the construction of nationally significant infrastructure projects such as HS2 to be authorised by a development consent order. As the Bill will provide the powers and consents required to build and maintain phase 2a, a development consent order is unnecessary.
Question put and agreed to.
Clause 20 accordingly ordered to stand part of the Bill.
Clause 21
Listed buildings and ancient monuments
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to discuss the following:
That schedule 18 be the Eighteenth schedule to the Bill.
That schedule 19 be the Nineteenth schedule to the Bill.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
Obviously, listed buildings and ancient monuments are held in high regard nationally. Can the Minister assure us that, in addition to the views of Historic England, English Heritage and the like, the views of local historical groups and community groups will be taken into account before any decisions are made?
Ms Ghani
The hon. Gentleman raises an important point. Of course local communities want to protect their local heritage sites, and of course we will work with local authorities and Historic England. HS2 Ltd has an extensive community engagement team that works on the ground, and there are also opportunities to petition at the appropriate points in the Bill’s passage.
The listed buildings affected are listed in tables 1 and 2 in schedule 18, and the disapplications or modifications apply only to those buildings. Schedule 19 allows a person authorised by the Historic Buildings and Monuments Commission for England to enter land where there is a scheduled monument to observe or advise on the carrying out of works to ensure the protection of monuments. Similar provisions were included in the Crossrail Act 2008 and the phase 1 Act of 2017.
Mr Paul Sweeney (Glasgow North East) (Lab/Co-op)
It is always a cause of dismay when our built heritage is affected by new development. The provisions in the clause are very wide ranging. The Minister could consider better safeguards to further ensure that our country’s built heritage is protected during the construction of this vital national infrastructure project. In particular, perhaps a presumption against demolition could be considered where practical. Indeed, the dismantling and relocation of items of built heritage, where practical, might be presumed a better solution. If that were not possible for the entire building, certainly key features of interest could be dismantled, preserved, salvaged or relocated where appropriate.
On the inspection and observation of works, schedule 18 merely indicates that there will be an opportunity for English Heritage to inspect the works, but there is no obligation on it to do so. That could be tightened by the inclusion of an obligation to ensure that all heritage assets affected are inspected and recorded, including by laser scanning to provide a highly accurate 3D model of any assets that are destroyed as a result of the project. That would be a far better way to safeguard the built heritage of our country as a result of the project.
Matt Rodda
I concur with my hon. Friend the Member for Glasgow North East. I know he has a deep personal commitment to this issue, as he represents a constituency in which a wonderful historic building suffered serious damage.
We take this issue seriously, and I urge the Government to take great care and look at some specific pieces of heritage that might be affected by the developments, such as the historic mileposts, the 1867 rail building at the important historic rail town of Crewe, and the grade II listed farm houses in the line of the route. It would be ironic if wonderful railway architecture from previous generations was damaged or completely destroyed by the building of HS2. It would be so much better if whatever possible could be preserved for the benefit of future generations. We hope the Government will look further into that and consider possible mitigation.
Ms Ghani
Once again, important points have been raised that were also made about HS2 and, no doubt, made to the Select Committee. One hon. Member has a particular issue within their constituency, which no doubt we will hear about again today.
Similar provisions were included in the Crossrail Act 2008 and the HS2 phase 1 Act of 2017. All works must be done in accordance with the environmental minimum requirements, and the normal requirements and appropriate consents are always obtained when dealing with listed buildings.
The Secretary of State will have to work with local authorities and Historic England. The Select Committee considered the scheme’s effect on specific historical sites, and the scheme is designed to seek to avoid impacts on culture or heritage. We recognise the importance of such assets to communities locally and nationally. Even though we are trying to build an up-to-date, modern railway line, since I became HS2 Minister, I have been concerned to ensure that we honour historical sites close by and try to mitigate any impacts on them. I am sure that HS2 Ltd will continue to do that.
Question put and agreed to.
Clause 21 accordingly ordered to stand part of the Bill.
Schedules 18 and 19 agreed to.
Clause 22
Burial grounds
Question proposed, That the clause stand part of the Bill.
The Chair
With this it will be convenient to consider that schedule 20 be the Twentieth schedule to the Bill.
Ms Ghani
The clause provides for the disapplication of laws concerning burial grounds and human remains. It also introduces schedule 20, which outlines the process that the nominated undertaker must follow in relation to the removal and reburial or cremation of human remains, and the removal and replacement of monuments to the deceased.
The clause disapplies ecclesiastical law for the purpose of constructing phase 2a. It also disapplies the law relating to burial grounds if the remains and any monument to the deceased have been dealt with in accordance with schedule 20. Similar provisions were included in the 2008 and 2017 Acts.
Matt Rodda
This is obviously a very sensitive aspect of the Bill. We urge the Government to take great care in this matter and, in particular, to allow for more time and effort to be taken to contact the families of deceased people. In this modern age, with well-established genealogy and records of church burials and other burials, we hope more effort could be made to contact the families whose loved ones’ remains are being moved, because this is a sensitive issue for families.
Ms Ghani
The hon. Gentleman makes an important point. If he has had time to visit Euston, he will have seen the huge amount of work being undertaken to deal with remains, which are all being removed by hand. It is a long process, as it should be. We have not yet identified any known burial grounds that could be affected, but in the course of construction, we could discover previously unknown sites. If that occurs, the clause and its related schedule provide for the appropriate processes to manage the removal and reburial or cremation of human remains, and the removal and replacement of monuments to the deceased.
Where remains are less than 100 years old, schedule 20 requires a notice to be published in the local newspaper and displayed at the burial ground. Relatives have the right to remove and re-inter or cremate the remains at the expense of the nominated undertaker, who must pay reasonable costs. I hope that provides some assurance to the hon. Gentleman that we are taking the issue seriously.
Question put and agreed to.
Clause 22 accordingly ordered to stand part of the Bill.
Schedule 20 agreed to.
The Chair
I propose revising my grouping, and that we debate clauses 23 to 42, and the associated schedules 21 to 31, together.
The Chair
You may speak to any clause between clauses 23 and 42, and we will take the decisions at the end, rather than having a speech on each clause and making a decision on it, as we have been doing. This will allow you to make a speech on all of them together.
The Chair
With this it will be convenient to discuss the following:
Clauses 24 to 27 stand part.
That schedule 21 be the Twenty-first schedule to the Bill.
Clause 28 stand part.
That schedule 22 be the Twenty-second schedule to the Bill.
That schedule 23 be the Twenty-third schedule to the Bill.
Clause 29 stand part.
That schedule 24 be the Twenty-fourth schedule to the Bill.
Clause 30 stand part.
That schedule 25 be the Twenty-fifth schedule to the Bill.
Clause 31 stand part.
That schedule 26 be the Twenty-sixth schedule to the Bill.
Clause 32 stand part.
That schedule 27 be the Twenty-seventh schedule to the Bill.
Clauses 33 to 37 stand part.
That schedule 28 be the Twenty-eighth schedule to the Bill.
Clause 38 stand part.
That schedule 29 be the Twenty-ninth schedule to the Bill.
Clauses 39 and 40 stand part.
That schedule 30 be the Thirtieth schedule to the Bill.
Clauses 41 and 42 stand part.
That schedule 31 be the Thirty-first schedule to the Bill.
Ms Ghani
Clause 23 provides that works authorised by the Bill may be carried out on consecrated land without being affected by restrictions and obligations imposed by ecclesiastical or other laws. Burial grounds are dealt with separately under clause 22 and schedule 20, which set out how human remains are to be dealt with. The environmental minimum requirements control how the works are to be carried out. Similar provisions were included in the Crossrail Act 2008 and the High Speed Rail (London - West Midlands) Act 2017.
Clause 24 disapplies existing enactments that regulate the use of commons, town or village greens, open spaces or allotments. Similar provisions were included in the 2017 Act.
Clause 25 provides protection for trees subject to tree preservation orders or in conservation areas in relation to works to trees that are required for the purposes of constructing and maintaining phase 2a. Similar provisions were included in the 2008 and 2017 Acts.
Clause 26 allows for the installation and diversion of overhead lines as part of the authorised works, and grants the necessary consent for such works. The clause removes the need for the Secretary of State’s consent under the Electricity Act 1989 where the installation of the line is a work authorised by the Bill and has deemed planning permission under the Bill. Similar provisions were included in the 2017 Act.
Clause 27 introduces schedule 21, which provides for the disapplication of certain legislation relating to water abstraction, impounding and other matters relating to water and drainage. Similar provisions were included in the 2008 and 2017 Acts.
Clause 28 introduces schedules 22 and 23, which make provision for the disapplication of certain legislation relating to buildings and party walls. Schedule 22 provides for the disapplication or modification of various provisions of the Building Act 1984 and building regulations, including provisions on drain repairs and disconnections, the raising of chimneys, the construction of cellars and roofs below subsoil water level, and the control by local authorities of demolition works.
Schedule 23 modifies the Party Wall etc. Act 1996. Among the modifications is an amended process for the resolution of disputes. Clause 29 introduces schedule 24, which disapplies various controls relating to works in or near streets and highways. Similar provisions were included in the 2017 Act. Clause 30 introduces schedule 25, which relates to the granting of permits for the use of heavy commercial vehicles on roads where there are heavy lorry restrictions. Similar provisions were included in the Crossrail Act 2008 and the phase 1 Act.
The Chair
With this it will be convenient to consider that schedule 32 be the Thirty-second schedule to the Bill.
Ms Ghani
Clause 43 introduces schedule 32, which protects the interests of statutory undertakers and other bodies who may be affected by other provisions of the Bill. The provisions are similar to those in the Crossrail Act 2008, the Channel Tunnel Rail Link Act 1996 and the High Speed Rail (London - West Midlands) Act 2017. The protective provisions of the schedule cover highways and traffic; electricity, gas, water and sewerage undertakers; electronic communications code networks; land drainage, flood defence, water resources and fisheries; and the Canal & River Trust.
Matt Rodda
We believe that far more work needs to be carried out by the Government over a range of infrastructure projects to minimise the impact of development of sites, and not least to re-explore the issue of rail enhancement programmes and how rail should be used, wherever possible, to shift goods. That is explored in one of our new clauses.
We know that congestion causes pollution, and we know about its effect on communities and the environment. The Government are willing to carry out some monitoring work, but we would like them to do much more. Are they planning to monitor pollution in detail, and to publish new journey times? Projects such as HS2 have an impact not only on those working on the site, but on the wider population in the area. There should, as has been said, be further work. The Government need to respond to the dilemma, not address it superficially.
Paragraph 13 of schedule 32 deals with issues that I want to highlight concerning pedestrians, cyclists and other modes of transport, and how they cross the line. The schedule is not comprehensive enough, and we have drafted a new clause on the subject. We believe that pedestrians and cyclists should be at the top of the Government’s considerations in infrastructure projects, as the Government have targets for increasing walking and cycling. It would be somewhat ironic if an infrastructure project designed to improve transport withheld other aspects of it. The disruption to this group of highway users should be minimal. Bridges and tunnels can provide crucial access to those who need it, and can bring only greater connectivity to those who will be cut off by the HS2 line. The Government need to take a much closer look at this issue, and to address concerns that we will cover in a new clause.
Paragraph 14 of the schedule deals with the salient issue of highways repairs. We are becoming a pothole nation, as we have mentioned on other occasions in the House. Whether on major highways or smaller lanes, it is vital that proper repairs are made as damage occurs. Obviously, there will be damage in a major infrastructure project during which heavy goods vehicles will thunder down local roads. We want the Government to address that issue, which is of great importance to communities.
Ms Ghani
The hon. Gentleman raises important points, but most of them are detailed extensively in the environmental statement. My Department and HS2 Ltd have engaged, and will continue to engage, with all those who are worried about their local communities, the environment, congestion and traffic movement. They will all have the opportunity to petition this House and the other place. The clause is necessary to minimise disruption and allow the delivery of the proposed scheme, protects the bodies involved, and enables them to continue to carry out their duties.
Freight has been raised a number of times; I look forward to responding to the new clause on that issue. In anticipation, let me I point out that we are doing what we can to ensure that freight will support the movement of construction materials, whether aggregates or rail cement, during the construction of the railway.
Question put and agreed to.
Clause 43 accordingly ordered to stand part of the Bill.
Schedule 32 agreed to.
The Chair
We now come to clause 44. I propose revising the grouping, and that we debate clause 44 with clauses 45 to 47. Anybody on the Committee may speak to any of those clauses. Is that acceptable to the Minister?
Ms Ghani
Clause 44 provides that the undertakings given to the Commonwealth War Graves Commission and the Archbishops’ Council in relation to the powers of the High Speed Rail (London - West Midlands) Act 2017 should apply in the same way to the phase 2a Bill.
Clause 45 enables the Secretary of State to promote a compulsory purchase order if he considers that the construction or operation of phase 2a of HS2 could cause the displacement of an undertaking. The land to be acquired could be used to relocate the undertaking or to provide land in substitution of land displaced. The clause further enables the Secretary of State to promote a compulsory purchase order to acquire land to relocate all or part of an undertaking where, as a result of the exercise of powers under the Bill, the former site is no longer reasonably capable of being used for the undertaking.
Subsections (3) to (6) and (8) provide that the normal process relating to compulsory purchase orders applies. Subsection (7) makes it clear that the Secretary of State can acquire rights or impose restrictive covenants for the benefit of another person, such as the person whose undertaking is being relocated. Subsection (10) amends the equivalent provision of section 49 of the 2017 Act, to make it clear that the Secretary of State can acquire rights or impose restrictive covenants under that section for the benefit of another person, such as the person whose undertaking is being relocated.
Clause 46 allows the nominated undertaker to carry out reinstatement works within the Bill’s limits on a property, including a business or facility, that has been discontinued or substantially impaired in whole or in part, following the exercise of any power under the Bill. This clause aims to assist those affected by the construction of HS2, by providing an efficient mechanism for moving properties such as businesses, and reducing the requirement for extinguishment.
Clause 47 allows the Secretary of State to direct that the deemed planning permission under clause 17(1) does not apply in relation to particular reinstatement works. That relates to works outside of the scope of the Bill, to which it would be inappropriate to apply deemed planning permission.
Ms Ghani
Clause 48 enables the Secretary of State to ensure that, following the construction of the scheme, he may impose conditions on land released where such land contains environmental mitigation for HS2. This is to ensure the maintenance of mitigation measures; upgrades to the mitigation, if required; and prohibition on uses of the land where such uses would detrimentally affect the measures in place. The clause binds successors in title into any covenant agreed with previous landowners. The Secretary of State or an authorised person may enforce the agreement.
Matt Rodda
This is an important clause, particularly the mitigating provision in subsection (2), which proposes planting trees and shrubs to replace habitat where work has been carried out. I cannot stress enough how important it is to get this right. We need to ensure that biodiversity needs are addressed with the right solutions. The proposal to replace trees with native species is positive, but we need to ensure that those species fit with the local environment, that there is proper biodiversity and that habitats are protected in line with local ecology.
As well as planting trees and shrubs, we need to ensure that they are in the right places so that, for example, they mitigate flooding and enhance the natural environment. New plantations should be open to the public where possible and we should seek to create environments that encourage biodiversity, so features such as natural watercourses should be used to their advantage.
The end of the route passes through the salt marshes south of Crewe. That is an unusual habitat and a special site in the country, so that should be taken into account in the preservation of the natural environment.
Ms Ghani
The hon. Gentleman raises an important point to consider when undertaking such a large construction project. We are working with all stakeholders he would hope we would work with, including the Woodland Trust, to ensure that we not only replace trees but plant them in the most appropriate places, and to mitigate as much as possible the impact on the environment. The substantial environmental statement covered most of those issues.
Question put and agreed to.
Clause 48 accordingly ordered to stand part of the Bill.
Clause 49
Power to apply Act to further high speed rail works
Question proposed, That the clause stand part of the Bill.
Ms Ghani
Clause 49 allows the use of an order under the Transport and Works Act 1992—a TWA order—to gain the necessary provisions for extensions or additional works relating to phase 2a of HS2 beyond the works outlined in the Bill. This relates to relatively minor transport works, such as an additional track to connect rail sidings. This power would not be used to promote future phases of HS2, which would be subject to the hybrid Bill process.
A TWA order cannot apply the provisions of the Bill that enable the Secretary of State to extend the time limit for the exercise of compulsory purchase powers—as referenced in clause 9(2) and schedule 13—or the provisions relating to listed buildings or ancient monuments, as referenced in schedules 18 and 19.
Clause 50 permits the authorised works to be carried out by the nominated undertaker on Crown land, or Crown land to be entered, with the consent of the relevant Crown authority.
Clause 51 provides that the powers conferred on the nominated undertaker with respect to works may be exercised in relation to roads under the responsibility of the Secretary of State, subject to his agreement. Subsection (2) states that the Secretary of State can impose conditions in such an agreement.
Clause 52 disapplies provisions of the Crown Estate Act 1961 that contain limitations on the powers of disposal of Crown Estate Commissioners. Those limitations are removed for Crown Estate land within the Bill limits that appears to the Crown Estate Commissioners to be required for phase 2a purposes.
Clause 53 makes provision for the terms “deposited plans” and “deposited sections” for the purposes of the Bill. Clause 54 contains provisions for correcting the plans that have been deposited in Parliament with this Bill, should that be required, and there are similar provisions in the Crossrail Act 2008, the Channel Tunnel Rail Link Act 1996, and the High Speed Rail (London - West Midlands) Act 2017.
Clause 55 provides that where a building that does not form part of the phase 2a works authorised by the Bill is built to replace a building demolished, or substantially demolished, under the Bill, the planning application for that replacement building must be accompanied by an environmental assessment where the construction of the replacement building is likely to have significant effects on the environment. The clause also amends environmental impact assessment regulations, to ensure that they work properly in relation to development authorised by the Bill.
Clause 56 sets out how disputes, which are to be determined under the Bill by arbitration, are dealt with. Similar provisions were included in the Crossrail Act 2008 and the High Speed Rail (London - West Midlands) Act 2017. Clause 57 relates to serving notices or other documents on any person where that is required or authorised under the Bill. The clause allows a document to be served by email or other electronic means where the recipient has agreed to the electronic means of service. Clause 58 allows landowners to resume their former use of land which has been used temporarily for the purposes of HS2, without having to make a further application for planning permission. Clause 59 defines the phrase “Phase 2a purposes” as used in the Bill, and clause 60 defines various terms used throughout the Bill.
Question put and agreed to.
Clause 49 accordingly ordered to stand part of the Bill.
Clauses 50 to 60 ordered to stand part of the Bill.
Clause 61
Financial Provision
Question put, That the clause stand part of the Bill.
Matt Rodda
The Minister has addressed some of these issues, but it is vital to get this right. HS2 will allow for more reliable rail services. The current Secretary of State has plunged punctuality on the railways to a new depth—a 13-year low—and we must get on top of that issue. This is a tremendous opportunity to improve connectivity, and it is vital to get urban-to-urban connectivity within the country. We are committed to delivering a transformative package of investment across the rail network in the north of England, backed by a commitment of at least £10 billion to transform connections between major northern cities. The Government have touted similar plans, sometimes described as Northern Powerhouse Rail or HS3, but there is no commitment to the funding—it is interesting that the Minister used that point to address the financial side of the programme.
Any incoming Labour Government would rescope the project to seriously reduce costs and provide far better integration. Furthermore, there is concern over the accountability and the ability of our colleagues in this House to scrutinise HS2, ensure that costs are kept under control, and address the issue of public trust. We believe there is the potential to reduce the cost of HS2 by using a number of other technical measures—I will not address those in detail now—and the operation of HS2 is also contentious. Billions of pounds of taxpayers’ money is being invested in HS2, and it is right that revenues go back to the Exchequer and not into the hands of private train operating companies. HS2 should be run in the public sector as a public service. I will return to some of those points later in relation to the new clauses.
The Government have been somewhat inept in handling another specific aspect. HS2 has been rightly criticised for sometimes failing to provide value for public money. For example, the Public Accounts Committee described an unauthorised redundancy bill of £1.76 million as
“a shocking waste of taxpayers’ money”,
blaming it on
“weak internal processes at HS2”,
and there have been other concerns about the project.
Matt Rodda
I thank my hon. Friend for his intervention and particularly for pointing out the importance of the supply chain. I will add that the value of apprenticeships, degree qualifications and other opportunities for young people linked to the programme should be first and foremost in the Government’s mind when they come to look at the supply chain.
Returning briefly to clause 61, essentially it says that there is potential for uncapped Government expenditure, leaving open the possibility of no upper limit on the costs of HS2. Will the Minister update the Committee on the latest cost estimate, and does she believe that the project will be delivered at cost?
Ms Ghani
I remind the hon. Gentleman that we are here to scrutinise the Bill line by line, but I welcome the opportunity to remind everybody of the importance of HS2. Of course, it is a crucial project, linking eight of our 10 greatest cities. Supportive comments have been made recently by everybody involved, including the Mayors of Manchester and Liverpool and the leader of Leeds City Council, who have been watching very closely. They are northern, locally elected leaders who are waiting for HS2 to roll through their communities, because they fully understand not only that, at its peak, it will provide work for 30,000 people—most of those jobs being outside London—but its value for money and how it will smash the north-south divide, encourage our communities to come even closer together and force investment in rail infrastructure in the north of England for more than 100 years. This is a key infrastructure, social and economic project for our country.
Mr Sweeney
The Minister notes that there is an opportunity to close the north-south divide, but the project’s scope does not include extending the infrastructure to Scotland, to include Glasgow, Britain’s third-largest city. That is critical to the success of this project, and I hope that in the next phase of the HS2 programme the Minister will consider extending the railway all the way to Glasgow, because although Glasgow will benefit from reduced journey times to and from London, the journey times to and from Manchester will actually increase, which is detrimental to the Glaswegian economy.
Ms Ghani
I look forward to joining the hon. Gentleman in the Committee and the Chamber, and I welcome his support for the next phase, but let us deal with this Bill in these few short sittings.
We know that this project creates jobs and supports apprenticeships. There are already 2,000 businesses in the chain, and two colleges are supporting it. I do not want to move too far away from the clause, but a valid argument was made about the rest of the Government’s investment in the north. We know that Northern Powerhouse Rail is based on HS2 infrastructure, which is why this Bill, these clauses and this line are so important. We are investing more than £2.5 billion in a rolling programme to upgrade the railway between Manchester, Leeds and York, and the great north rail project is investing more than £1 billion by 2022. I have never seen HS2 as an either/or project; we need to do both. This is a great investment in the north of our country. There is no upper limit. There is just one budget, which is the budget that HS2 must hold itself to. It must also hold itself to the schedules.
Question put and agreed to.
Clause 61 accordingly ordered to stand part of the Bill.
Clause 62
Commencement and short title
Question proposed, That the clause stand part of the Bill.
Ms Ghani
The clause is the standard clause that appears in Bills. The provisions of the Bill will come into force upon Royal Assent.
Question put and agreed to.
Clause 62 accordingly ordered to stand part of the Bill.
Ordered, That further consideration be now adjourned. —(Michelle Donelan.)
High Speed Rail (West Midlands - Crewe) Bill
Nusrat Ghani Excerpts(4 years, 10 months ago)
Written StatementsRead Full debate Read Hansard Text Read Debate Ministerial Extracts
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I am today publishing the statement of reasons Command Paper for the High Speed Rail (West Midlands - Crewe) Bill. The Command Paper is titled the ‘‘Government overview of the case for HS2 Phase 2a and its environmental impacts’. This is required by parliamentary Standing Order 224A to assist the House during the Third Reading of the High Speed Rail (West Midlands - Crewe) Bill. This document summarises the work that has already been done to assess, control and mitigate the environmental impacts of HS2 Phase 2a, and explains why the Government continue to take the view that the HS2 Phase 2a project is worthy of their support.
Copies of the statement of reasons will be made available in the Libraries of both Houses.
Attachments can be viewed online at: http://www. parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2019-06-24/HCWS1647/.
[HCWS1647]
Port Agents: Medical Duty of Care
Nusrat Ghani Excerpts(4 years, 10 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I must start by passing on my deepest condolences to my hon. Friend the Member for Elmet and Rothwell (Alec Shelbrooke) and his family on the tragic death of Gordon Hoyland Spencer. I had the privilege of meeting Mr Spencer’s family earlier today and saw their grief and despair. My hon. Friend gave a powerful, brave, emotional speech, and it was incredibly difficult to digest such a long list of tragic incidents that should just not have happened. What makes Mr Spencer’s death all the more heartbreaking is that it could so easily have been prevented by prompt and correct treatment and good quality care. Quite understandably, my hon. Friend wants action to prevent any other families going through a similar agony.
Under the International Labour Organisation’s maritime labour convention, ships carrying 100 or more persons and ordinarily engaged on international voyages of more than three days’ duration shall carry a qualified medical doctor who is responsible for providing medical care. Ships’ doctors, like any other doctor, have a duty of care to their patients governed by ethical responsibilities. That would usually include discharging sick patients into what they consider appropriate medical care facilities ashore, in compliance with the code of medical ethics in their country of registration or licence. In doing so, a ship’s doctor may liaise with an assistance company appointed by the passenger’s insurer, which should be able to advise on appropriate care providers ashore.
According to my hon. Friend’s account, it would appear that Mr Spencer received appropriate care and treatment while on board the vessel and was recovering—we must note that. However, the facilities available on board were not sufficient to further Mr Spencer’s recovery and a decision was made that he should be medically discharged in Barbados. I understand that the port agent facilitated the transfer of Mr Spencer to a cardiology clinic rather than to the general hospital.
The port agent’s role is primarily to help facilitate the ship’s transit through the port, and the engagement and choice of an agent is at the shipping company’s discretion. A ship’s agent may, if asked, provide the details of local medical facilities, but the responsibility remains with the ship’s doctor to discharge sick passengers into what they consider to be an appropriate medical facility ashore. My hon. Friend has requested that international maritime law should be amended to place a duty of care and due diligence on a port agent, through a fit and proper person test, when they are identifying and commissioning onshore medical facilities for those who are disembarked for medical emergencies.
Port agents are required to comply with relevant domestic law and the port statute, but they are not regulated by international maritime law. However, considering the case that my hon. Friend has presented today, I will ask the officials at the Department for Transport and the Maritime and Coastguard Agency to consider whether such regulation would fall within the remit of the International Maritime Organisation or whether it would be appropriate for another international body. I will also write to the Cruise Lines International Association, the international trade association for the industry, to highlight the issues that this incident has raised in order to highlight its duty of care and responsibilities with regard to port agents.
Furthermore, I will raise the case directly with the IMO, and, considering how personal the case is for my hon. Friend, I wonder whether he could bear to share his experiences again. I know that this will be emotional and difficult for him, but I respectfully ask him to join me for a meeting that I will convene directly with the IMO’s secretary-general so that my hon. Friend can share his experiences and make representations to see whether we can lobby and obtain a change in the law.
Alec Shelbrooke
I am most grateful to my hon. Friend for that offer. I wonder whether the invitation could be extended to my family, who were in Barbados at the time and experienced what happened at first hand.
Ms Ghani
That would be absolutely fit and proper. I accept it, and we will do what we can as soon as we can.
We have heard this afternoon of the tragic and preventable death of Gordon Hoyland Spencer. I share my hon. Friend’s commitment that, although nothing can be done to reverse what happened, Gordon’s death should act as a call for action to the maritime industry. Passengers should be cared for to the highest possible standard, particularly when they are most in need, and the Government will play their part in helping to ensure that no one has to repeat the painful experiences of Gordon and his family.
Bob Stewart
I believe the Minister is shortly to finish, but I wonder what the heck is going to happen to this so-called Dr Sparman. How can we allow this man to continue his work in Barbados? What can the British Government do to stop it? Are we going to report the man to the Barbadian Government? And are we going to complain about how the port agent dealt with this case? I believe that practical step might prevent another family from going through the hell that the Shelbrooke family have been through.
Ms Ghani
Absolutely. The fact this has been raised on the Floor of the House will be reflected by all Government agencies, and I do not doubt for a moment that this message will reach Barbados, especially once the meeting takes place with the IMO.
I commend my hon. Friend the Member for Elmet and Rothwell for bringing this debate to the House, Once again, I express my profound sympathies to him, to Gordon’s widow Jackie and to the entire family. I look forward, if I can use that word, to working with my hon. Friend to campaign on this incredibly important issue and to ensuring that we do all we can to prevent another incident like this one.
Question put and agreed to.
Transport
Nusrat Ghani Excerpts(4 years, 10 months ago)
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Neil Gray (Airdrie and Shotts) (SNP)
Ms Ghani
There is a £300 million step-free access programme. I do not recognise the hon. Gentleman’s complaint, because 73 further stations were identified in Scotland to get step-free access between 2019 and 2024.
[Official Report, 13 June 2019, Vol. 661, c. 818.]
Letter of correction from the Under-Secretary of State for Transport, the hon. Member for Wealden (Ms Ghani):
An error has been identified in the response I gave to the hon. Member for Airdrie and Shotts (Neil Gray).
The correct response should have been:
High Speed 2
Nusrat Ghani Excerpts(4 years, 11 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I have today published a Government consultation on 11 proposed refinements to the route of HS2 phase 2b, the section of HS2 running from Birmingham to Leeds via the east midlands, and from Crewe to Manchester. These include the first proposals for infrastructure to one day allow Northern Powerhouse Rail (NPR) trains to use the HS2 route and vice versa.
HS2 is making progress and work on phase 1 (from London to the west midlands) is well under way. Around 9,000 jobs are now supported by the delivery of HS2, with 300 apprentices on board and 2,000 businesses working on building the new backbone of Britain’s rail network.
HS2 phase 2b will complete the full “Y network” and deliver the full benefits of HS2 in terms of capacity and better connections between cities and towns. Phase 2b will be a catalyst for regeneration and economic growth across the north and midlands. In July 2017, I confirmed the route from Crewe to Manchester and Birmingham to Leeds via the east midlands. In November 2018, I consulted on working drafts of the environmental statement and equalities impact assessment for phase 2b, a major milestone in preparing the hybrid Bill. I am today publishing a summary of the responses to those consultations, which are informing HS2 Limited’s ongoing design work.
The proposals I am putting forward today mark another major milestone for HS2 phase 2b and follow extensive work to ensure that the route offers the best value for taxpayers’ money as well as minimising disruption for residents and impacts on the environment.
This consultation includes proposals to allow for two future junctions that could see the HS2 line into Manchester used as part of NPR. These proposals have been developed in partnership with Transport for the North, and, in the future, would open up the opportunity for a potential new route between Manchester and Liverpool that could also be used for services between London and Liverpool.
Design work on the scheme continues and where further change is needed we will consult again ahead of Bill deposit. Further scope to support the interfaces with NPR (including at Leeds) and Midlands Connect is currently being considered and is subject to future funding decisions. This consultation also considers some works on the existing rail network that will allow for HS2 trains to run between the south and our great northern cities.
It is an opportunity for communities affected by all the proposed changes to have their say in how the scheme develops. Good quality community engagement is crucial to HS2 and we want the input of those who will be affected.
In addition to today’s consultation, I am also publishing updated safeguarding directions for the phase 2b route to reflect the project’s updated land requirements. I am also extending the rural property support zones for phase 2b in certain areas, this brings a greater number of property owners in scope of these compensation schemes, or a higher value payment, enabling more people to benefit.
Copies of the Command Paper and safeguarding directions will be placed in the Libraries of both Houses.
[HCWS1603]
Excessive Speeding and Driving Bans
Nusrat Ghani Excerpts(4 years, 11 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
It is good to see you in your place, Madam Deputy Speaker, for this final debate before the recess, which is a good omen for when we return.
I thank the hon. Member for Clwyd South (Susan Elan Jones) for raising the important subject of excessive speeding and driving bans. I also thank her for extending the opportunity for us to continue working together on an issue on which she has not only campaigned for a long time but has been given an award.
Susan Elan Jones
The Minister mentions the award from Brake, the road safety charity, and I pay tribute to the community of Overton in my constituency. There was a terrible road traffic incident, after which the community came together to campaign on this issue. I feel that this very important award belongs as much to my constituents as it does to me.
Ms Ghani
The hon. Lady, true to form, shares the praise with all those who have worked behind the scenes, which has been noted.
The hon. Lady was probably expecting my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), who has been promoted, but I hope she will be pleased with my response. I do not want Hansard or any journalists to be confused: I have not been promoted for long, just for the next 15 minutes.
Road safety is a top priority for the Government. Road deaths are a tragedy for all affected, and injuries can cause suffering and life-changing misfortune. Much of that harm is avoidable, and it is not an inevitable consequence of road transport. As the hon. Member for Clwyd South mentioned, all available research shows a link between excessive speed and the risk of collisions. Increased compliance with speed limits, as part of a wider package of road safety measures, will play a significant role in reducing the number of collisions on our roads.
I share the hon. Lady’s concern that people who drive at appalling speeds, risking the lives of others as well as their own, are too often back behind the wheel too soon. However, sentencing is a matter for our independent courts and is based on the facts of each case. A driving ban, the length of which is at the discretion of the judge, is already an option, and guidance is issued by the Sentencing Council. This is not something on which the Department can intervene. The judiciary are constitutionally independent of the Government, and it is important that no action is taken that may undermine this fundamental principle.
It may help if I say something about the totting up of points. If an offender amasses 12 penalty points or more within a three-year period, a minimum six-month disqualification must be ordered. An offender disqualified in this way may also be ordered to take an extended driving test. Offenders who are disqualified for 56 days or more have to apply for a new licence.
However, courts have the discretion not to disqualify, or to impose a reduced disqualification, if there are mitigating circumstances or exceptional hardship—the hon. Lady raised that issue. This is wholly up to the courts and, again, is not something that the Department can influence, but the Department always notes what is raised in the Chamber. We know the media have reported cases where drivers with many points are still behind the wheel.
At this point I ought to say something about the relative responsibilities of the Department for Transport and the Welsh Assembly. Much road safety legislation and policy is devolved to Wales and Scotland. As well as being responsible for their own trunk road networks, they set policy on safety cameras and issue guidance on setting speed limits. They have legislative competence on all the substantial provisions of the Road Traffic Regulation Act 1984 concerning speed limits and traffic signs.
The enforcement of speed limits is an operational matter for the police. Policing in England and Wales is divided into territorial forces, with the Westminster Government setting policing policy. It is for chief police officers to decide how to prioritise enforcement in accordance with their local priorities and demand. Their police and crime commissioner’s police and crime plan can also be used to address this issue. Individual police forces may also work with local communities and local volunteers to tackle speeding, taking specific local needs into account.
The penalties for excessive speed start with informal advice—the hon. Lady has campaigned on this—because, of course, the more that people are aware, the more they will hopefully monitor their speed. Where such advice is not appropriate, drivers are prosecuted by means of a fixed penalty notice or, in the most serious cases, a postal charge bringing them before the court.
Current guidelines issued by the National Police Chiefs’ Council allow police the discretion to take account of the individual circumstances of each speeding offence, and to take the action they consider appropriate. This ensures that the focus of attention is on the most serious offending and those individuals who clearly and deliberately break the law. The guidelines also seek to provide consistency of treatment from forces in different parts of the country and to set out the principles that underline the police’s approach to enforcement of the law on speeding. However, these are only guidelines, and there are no plans to change this or advise the police how to enforce speed limits.
The hon. Lady mentioned Operation Snap, and I agree with her on the outcomes of that programme. The police have introduced Operation Snap, which has used media such as dashcam evidence, helmet cameras or personal video for the detection of road traffic offences that do not involve a collision. I agree that this is an example of innovation that tackles those driving offences that the public want the police to deal with. It also significantly reduces the time for the police to make a decision on an offence. The aim of Operation Snap is to improve driver behaviour. This is important to note, because she spoke about the anti-drink-driving campaigns back in the day, which changed people’s attitudes completely. If drivers perceive that they could be prosecuted for driving poorly, we hope that they will not drive poorly to begin with, thus reducing the likelihood of a collision.
The hon. lady also talked about sentencing and penalties. After a full consultation, in October 2017 the Ministry of Justice confirmed Government plans to introduce life sentences for drivers responsible for the deaths of other road users. The proposals that were confirmed include: increasing the maximum penalty for causing death by dangerous driving from 14 years to life; increasing the maximum penalty for causing death by careless driving while under the influence of drink or drugs from 14 years to life; and creating a new offence of causing serious injury by careless driving. Sentencing remains a matter for the courts, but raising the maximum penalty will give the courts the tools to deal with the most serious cases. The legislation will be brought forward as soon as parliamentary time allows.
The hon. Lady also made powerful points about drink-driving, and I wish to confirm that the Government currently have no immediate plans to lower the drink-drive limit in England and Wales. Our approach to tackling drink-driving is through rigorous enforcement, penalties and changing the social acceptability of drink-driving in the first place.
The hon. Lady made some good comments about the Brake report, which we welcome as it highlights the important aspects of road safety. Last June, the Government announced their intention to publish the refreshed road safety statement and the two-year road safety action plan later this year, to address four priority user groups: young people, rural road users, motorcyclists and older vulnerable users.
The hon. Lady made some important points about technology. We are currently engaged in negotiations as part of the EU’s third mobility package, which will introduce intelligent speed-adaptation devices in vehicles in the future. She made a powerful point about telematics. I do not want to stray into another Minister’s area of responsibility at the Dispatch Box, so I will offer the hon. Lady the opportunity to meet the relevant Minister once they have settled into their post.
I emphasise that we are determined to improve safety on our roads for all road users, and to see to it that offenders receive the justice that they deserve. I do not doubt that, just like the previous Minister, the new Minister will take this issue incredibly seriously. If I have not covered all the hon. Lady’s points, I will ensure that any that are outstanding are covered in a written response. I congratulate the hon. Lady on being a strong campaigner on this issue and on bringing this important debate to the House.
I thank you, Madam Deputy Speaker, for all your work, and I thank the Clerks, the Doorkeepers, and everyone who works in the Tea Room and the Library and keeps us going, as well as the wonderful team from the Department for Transport, who keep the Ministers going. I hope that everybody has a wonderful recess, although I am a little nervous because I am being joined by my parents-in-law, Tim and Wendy Wheeldon. They will be spending time with their daughter-in-law in the constituency of Wealden. I am pleased to be spending the recess with my husband, David, but my daughter, Farah, is going to become a teenager, as she turns 13 on 1 June, so this might not be a quiet recess and I may wish to get back to work sooner than my colleagues.
Madam Deputy Speaker (Dame Eleanor Laing)
Just before I adjourn the House, I wish the Minister, all her family and everyone who serves this House so well in many, many capacities, a peaceful recess. I also add to the many accolades that have been expressed about Philippa Helme, my most sincere thanks for her calm, wise counsel on many occasions here in the Chamber and behind the scenes. Once again, on behalf of everyone who works here and who serves this place, I thank Philippa for her many decades of dedication to this place and wish her well for an exciting future.
Question put and agreed to.
Draft International Road Passenger Transport (Amendment) (Northern Ireland) (EU Exit) Regulations 2019
Nusrat Ghani Excerpts(4 years, 12 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
I beg to move,
That the Committee has considered the draft International Road Passenger Transport (Amendment) (Northern Ireland) (EU Exit) Regulations 2019.
It is an honour to serve under your chairmanship on this glorious morning, Mr Bailey. The draft regulations will amend the necessary domestic implementing legislation in Northern Ireland to deal with deficiencies that would otherwise exist when the UK leaves the EU. In the absence of the Northern Ireland Assembly, the Cabinet has agreed that, in the interest of legal certainty for Northern Ireland post exit, UK Government Ministers will introduce the necessary secondary legislation at Westminster for Northern Ireland.
EU legislation governs access to the international passenger transport market. An EU regulation establishes the conditions for the international carriage of passengers by coach and bus within the EU, and cabotage within member states by non-resident EU operators. It covers regular timetabled services and occasional services such as holidays and tours. It establishes for that purpose a system of Community licences, which act as the international bus and coach licences used within the EU, and provides for those licences to be issued by the competent authorities of member states.
To ensure the continuation of bus and coach services to the UK in the event of no deal, the Government introduced the Common Rules for Access to the International Market for Coach and Bus Services (Amendment etc.) (EU Exit) Regulations 2019, which the House approved on 26 March. Those regulations amended the retained UK version of the EU regulation on a UK-wide basis, allowing EU-based operators to continue to access the UK market through the continued recognition of Community licences and control documents issued by EU member states.
Section 2 of the European Union (Withdrawal) Act 2018 preserves EU-derived domestic legislation, including the Public Service Vehicles (International Passenger Services) Regulations (Northern Ireland) 2019 and the Transport Act (Northern Ireland) 1967, which give effect to the EU regulation in Northern Ireland. The draft regulations, which apply to Northern Ireland only, will adjust the language and references in that retained legislation and in two other pieces of legislation. They will make minor, technical changes to reflect the fact that the UK will cease to be an EU member state, for example by removing references to “Community licence” and “Community rules” from relevant Northern Irish domestic legislation. They will also ensure that domestic enforcement provisions continue to apply to EU operators.
In the event of no deal, UK operators will be able to continue to access the EU market through the Interbus agreement in respect of occasional services, an EU multilateral agreement that allows bus and coach operators to carry out occasional services between participating countries—currently the EU countries and seven other contracting parties in eastern Europe. The UK has completed the accession process and will become a member of the Interbus agreement in its own right in the event of no deal.
The agreement will be extended to regular services in due course, but until the end of 2019, access for existing regular services will be provided through the EU contingency measure on basic road freight and road passenger transport connectivity. The measure, which was adopted on 19 March, enables UK operators to continue to operate existing regular timetabled services to EU member states until 31 December 2019. It would also have enabled cabotage in the border areas of the Republic of Ireland until 30 September. Since it was agreed, an extension to the exit date has been granted to 31 October; we will work with the EU to determine the impact of the extension on the timing of the measure.
The EU contingency measure is dependent on the UK’s reciprocation. UK regulations to provide reciprocity, such as the draft regulations, are a stop-gap measure. In the event of no deal, once the Interbus agreement has been extended to regular services, it is intended that reciprocal access will be provided through that agreement instead. However, we will work with the European Commission and the Republic of Ireland to ensure that any future UK-EU transport arrangements take into account the unique transport demands on the island of Ireland, particularly in respect of the border counties, where cabotage is of particular importance.
The Government have made a commitment to reduce the adverse impact on businesses and citizens of EU exit. That applies to people’s ability to make international journeys by bus or coach. Coach travel is safe and environmentally friendly. Its low cost is particularly valued by individuals on low incomes, such as students and pensioners. In Northern Ireland, travel across the border is a commonplace daily activity, with 900,000 such journeys per annum. Although the Common Rules for Access to the International Market for Coach and Bus Services (Amendment etc.) (EU Exit) Regulations 2019 ensure that EU operators can continue to access the UK market, the draft regulations will ensure that the relevant domestic legislation in Northern Ireland is adjusted to deal with deficiencies that would otherwise exist when the UK leaves the EU. I commend the draft regulations to the Committee.
Ms Ghani
I thank the hon. Lady for her consideration of the regulations. I will turn to some of the points raised in the debate. If I fail to address all of them, I hope she will allow me to respond in writing.
I must put on the record that the Department for Transport’s preparation for Brexit has been second to none. I believe that we laid the greatest number of statutory instruments of any Department other than the Department for Environment, Food and Rural Affairs. The SIs were on schedule, but with the extension from the March date there was a reprioritisation, which is why we are dealing with this instrument today. The programme was on schedule and there is no risk to any part of our sector.
The hon. Lady talked about consulting the industry. The aim of this legislation is, quite frankly, to maintain the status quo as far as possible. These are just technical amendments, and consultation took place with the Federation of Passenger Transport Northern Ireland and other agencies. She talked about the Interbus agreement and raised a very important point. The contracting parties to the Interbus agreement are the EU, Albania, Bosnia, Croatia, the former Yugoslav Republic of Macedonia, Moldova, Montenegro and Turkey.
A signatory process for a protocol that will extend the Interbus agreement to regular services opened on 16 July 2018 and ran until 16 April 2019, although officials have been informed that this date will be extended. Four of the seven contracting parties need to sign the protocol, including the EU. The protocol will then come into force in the third month after the fourth signature is made. As of 16 April, no contracting party had signed the protocol. Once the UK becomes a contracting party to the agreement, we will be able to sign the protocol in a no-deal scenario.
Again, the statutory instrument just makes minor amendments to reflect the fact that the UK will no longer be part of the EU. I hope that I have managed to address the points raised in the debate and that hon. Members agree that the instrument is needed to remove any ambiguity in Northern Ireland legislation that deals with the operation of international bus and coach services in the event of no deal.
Question put and agreed to.
High Speed 2: Hollins Green, Culcheth and Croft
Nusrat Ghani Excerpts(5 years ago)
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This information is provided by Parallel Parliament and does not comprise part of the offical record
The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
It is a pleasure to serve under your chairmanship, Mr Hollobone. I congratulate the hon. Member for Warrington North (Helen Jones) on securing this important debate on the effect of High Speed 2 on the villages of Hollins Green, Culcheth and Croft. She gave us a lovely picture of her constituency.
I sympathise with the concerns the hon. Lady has raised with me, my Department and previous Ministers, and with HS2 Ltd itself. I shall provide an overview of why the project is important and then move on to the questions she asked. If I fail to respond to them all, I hope she will allow me to correspond with her in writing to ensure that everything is down on paper. I do not doubt for a moment that she will continue to champion action on behalf of her constituency.
HS2 is a critical project for our country. It will be the backbone of our national rail network. It really will help to rebalance our economy, create opportunities for regeneration and lessen the north-south divide. The strategic case for HS2 is that it will increase capacity on our overcrowded rail network and improve journeys into and between the major towns and cities of the midlands and the north. It will connect eight of our 10 biggest cities, and it will more than double the number of seats from Euston in peak hours, carrying more than 300,000 people every day.
I know the hon. Lady raised concerns on behalf of her constituents, but we are already starting to see the benefits of HS2. More than 7,000 people are working on the line and more than 2,000 businesses are working to deliver the new railway. Opportunities for jobs and apprenticeships are being created across the country; I am pleased to say that more than 250 new apprenticeships have been created so far. The project is critical. It will connect half of our country’s population. Even though the hon. Lady’s constituents may be asking, “What’s in it for me?”, they are among that half of the population that the project will impact by helping to rebalance the economy.
HS2 is an essential component in the delivery of the Government’s and Transport for the North’s plans for Northern Powerhouse Rail. For example, the current designs for NPR use HS2 infrastructure into Manchester and Leeds. If we did not build HS2 phase 2b, we would need to send NPR back to the drawing board. The two projects are complementary and will work in tandem to transform connectivity across the north, bringing towns and cities together. If the hon. Lady does not want to take my word for it, I have a recent article by Andy Burnham, the Mayor of Greater Manchester, and Steve Rotheram, the Mayor of the Liverpool city region, in which they talk about the benefits that I hope she will—
Ms Ghani
Let me just go through the quote. I have many more—too many for this debate—but this one is important, because it mentions the benefits in the north. Andy Burnham and Steve Rotheram wrote:
“The economic output of Greater Manchester could double to around £132bn by 2050”
because of HS2,
“contributing at least 40,000 new jobs. Liverpool city region forecasts £15bn of economic growth and 24,000 new jobs.”
You will be surprised to learn, Mr Hollobone, that we often read criticism of HS2. It tends to come from the press, which tends to be based down here. Importantly, in their article, those leaders of the north wrote:
“We don’t need London commentators telling northern leaders what we need.”
It is important to reflect what is wanted and needed beyond London and the south-east.
Helen Jones
I am grateful to the Minister for giving way; she is very kind. However, I think she is making my point about HS2 benefiting big cities rather than towns. Warrington is in neither Greater Manchester nor Merseyside—it is in Cheshire—and it will not have a station on the line. As my constituents have argued, areas that are getting a station might be able to weigh the benefits against the costs, but for areas that are not getting a station and already have an hourly service to London, as we do, the situation is much more difficult.
Ms Ghani
The hon. Lady raises some important points. I note that she does not actually criticise HS2 but expresses a desire for a station. Unfortunately, if I provided a station to everyone who wanted one, the project would not be going anywhere very fast anytime soon. There are already 2,000 businesses and 7,000 people involved in the project, and at its peak there will be 30,000 people building this railway, so I do not doubt for a moment that every part of the country will be touched in a positive way, whether it is by the economic opportunities or the jobs that HS2 provides.
Let me turn to the questions the hon. Lady raised. She made a robust argument about the Golborne link. The Government will continue to invest in upgrades to the conventional rail network, including the west coast main line, in addition to their proposals for the development and delivery of HS2. However, only HS2 will be sufficient to meet the long-term growth in demand that is forecast on the existing network. HS2 is the right intervention to address the capacity constraints on the west coast and east coast main lines. The Government have already considered alternative schemes to HS2, including upgrading the existing railway, but no other option can deliver the same scale of benefits as HS2 phase 2b.
The Golborne link is the most effective way to deliver the much-needed capacity on the west coast main line. It has two key purposes: it avoids a constrained section of the west coast main line, improving capacity and reliability on that line, and it delivers faster journey times for destinations north of the connection, such as Wigan, Preston, Lancaster, Cumbria and Scotland. The hon. Lady mentioned costs and benefits. Proposed alternatives to the Golborne link would reduce the benefits of HS2 without necessarily saving money. Early analysis shows that delivering the same benefits, such as the published journey times to the north and Scotland, without the Golborne link may add an extra £0.8 billion to the cost of HS2.
Let me move on to some further points the hon. Lady raised about HS2 and Warrington. HS2’s arrival is becoming integral to local plans in Warrington and the surrounding area. Warrington stands to benefit from HS2 services, which will cut journey times between Warrington and London to just over an hour, supporting enhanced growth in and around the town. HS2 is already driving employment opportunities, with approximately 80 businesses in the north-west now working on the early stages of the project. Decisions about service patterns will be taken in the future, taking into account factors such as demand and local considerations. The HS2 indicative train service specification shows Warrington Bank Quay being served by one HS2 train per hour in phase 1, which it will continue to receive when phase 2b opens.
I turn now to some of the important local points that the hon. Lady raised. I must place on record the fact that she has campaigned on behalf of her constituents by writing to raise arguments with the Department, especially since I have been there, and no doubt with the previous Minister, too. The local issues she has raised are very important to the Government and HS2 Ltd. I was particularly struck by some of the cases she made, and I will raise them directly with HS2 Ltd. I will ensure that I get a detailed response to all the points she raised if I am able to; otherwise, I will invite her to have a conversation with me about anything that is outstanding.
We are mitigating particularly in the following areas. On Wigshaw Lane, we are acutely aware of the issues the proposed road alignment presents and are currently working on alternatives. HS2 Ltd is already engaged with Warrington Borough Council on the closure of Wigshaw Lane. It is also looking to change the alignment of the viaduct in the Hollins Green area to move it further away from Hollinfare cemetery and the local community. The alignment of the viaduct would also be adjusted north and south of that point.
On the construction compounds near Hollins Green, the location and dimensions of some of the compounds shown in the working draft environmental consultation are being considered in the light of local feedback. That includes trying to reduce the size of compounds in the area. Developments to the design will help move compounds further away from residents in Hollins Green. The details in the draft code of construction practice, which formed part of the working draft environmental statement consultation, will help provide residents with reassurance about some areas of concern with construction compounds.
More broadly, we have already consulted on the working draft environmental statement for phase 2b. That consultation, through which we sought views from local stakeholders and residents along the route, closed at the end of last year. My officials and HS2 Ltd are analysing the responses and will continue to listen to the concerns of local people through HS2 Ltd’s engagement teams and meetings with local councils. I will ensure that the hon. Lady has a link into the HS2 Ltd team so she has an individual to direct her concerns to, and ensure that community meetings take place at the appropriate time.
The hon. Lady raised an important point about the viaduct versus the tunnel. That issue has been raised by many local stakeholders. Boring under the canal would require a particularly large land take either side of the canal to support tunnelling to the depth required. That means that much more land would be required in the area by a tunnel than by the proposed viaduct. That would have an impact on land and property in the area. The soil conditions in the area would also make tunnel construction difficult; the area around the tunnel is peat, so the tunnel would have to be very deep and constantly drained.
The hon. Lady made an interesting point about the depot no longer being situated at Golborne. The decision to relocate the depot to just north of Crewe was made in response to consultation feedback—particularly from local stakeholders—about open spaces and public amenities. The route through this area is still the Secretary of State’s preferred route and is not dependent on the depot being located at Golborne; that is a completely separate issue.
The hon. Lady raised an important point about the environment and the mental and physical health of her constituents. HS2 Ltd has a target to ensure that there is no net loss of biodiversity. Substantial funds are in place in the earlier phases to ensure that we are greening as we go along. HS2 launched a green corridor along phase 1 of the route, which includes 3,340 hectares of wildlife habitat, a 33% increase on existing habitat. HS2 is also committed to planting 7 million trees and shrubs along the line.
The hon. Lady mentioned pitches. HS2 Ltd is aware of the reduction in available pitches and is exploring options to re-provide those. I was moved by the points she raised, so I will keep a close eye on that and do my best to ensure that we get a positive outcome. Otherwise, I am more than happy to meet her to ensure that her points are, at the very least, heard and responded to by HS2 Ltd.
As I said earlier, this project is crucial for our country, especially in smashing the north-south divide. I appreciate that that will not provide succour for the hon. Lady’s constituents when she returns home this weekend. The Government are already spending more than £48 billion on our existing rail network, but that is not enough. We need to build extra capacity. HS2 is not just about passengers; it is about freight, taking cars off the road and encouraging people to use the railway instead of taking flights.
I am loth to read out another quote, because the hon. Lady will say, “It’s not close to home for me,” but let me reference Judith Blake, the leader of Leeds City Council, because it is appropriate.
Ms Ghani
It is not about being close; it is about the importance of the project for our whole country and for the north in particular. Judith Blake said HS2 is
“the opportunity to transform the prospects for the north—perhaps a once in 200-year opportunity.”
Politicians are often criticised for not thinking long term, planning for infrastructure on a large enough scale or understanding what our country needs going forward. HS2 addresses that. It is a large project. I understand the hon. Lady’s concerns, but HS2 Ltd is tasked to ensure that it mitigates its impact on the environment and communities.
I welcome the opportunity the debate has provided once again to reflect on how important HS2 is. We must remember that it has cross-party support: when the Bill for phase 2a went through Parliament, only 12 MPs opposed it. It was in all three main political parties’ manifestos. It is right that we continue to focus on delivering it, and it is also right that HS2 Ltd works appropriately, with humility and sympathy, with the communities it will be building the line through.
Question put and agreed to.