argyrotsipi/train-dataset huggingface dataset:
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Andrew Joseph McDonald (Labour, Centre-left): Of course I welcome it; it would be churlish not to. Why would I not welcome that? It does not mean that the system is right, or, for goodness’ sake, that the trains are getting to the right places It is difficult to see how east coast’s brilliant delivery for the taxpayer and for the commuter could be seen as a failure, or in any way undesirable. It simply does not make any sense for the UK taxpayer to subsidise foreign state-owned companies so that citizens of Germany, Holland, France and elsewhere can enjoy cheaper and superior services Quite simply, the rejection of even the possibility of public ownership is driven by an outdated ideology and is totally out of kilter with the views of a large majority of the public—including many Conservative voters—which is why I am so pleased that Labour is committed to a publicly owned service that puts the passenger first rather than the profits of private or foreign state-owned companies, as is currently the case.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Andrew Joseph McDonald (Labour, Centre-left): No, I am going to move on We have heard the Prime Minister, the Chancellor, the Secretary of State for Transport and others speak in glowing terms about how High Speed 2, when completed, will be a proud national achievement, and I completely agree with that. The scale of the project, the amount of talent that will be utilised in its design and construction, and the dedication over the years ahead will be a mark of pride, and represent a proud feat of British engineering and ingenuity It is my contention that if we, as a nation, are good enough to build a world-class high-speed railway, then we are good enough to run it, too. From the initial privatisation to the Government’s re-franchising of the east coast main line, Tory rail policy has always been far too focused on its "private good, public bad" ideology. However, new clause 20 would not require the sort of Damascene conversion that we witnessed from the right hon. Member for Chingford and Woodford Green (Mr Duncan Smith) earlier this week. It asks only that the Government keep an open mind. New clause 20 would allow, but not require, High Speed 2 passenger services to be run in the public sector. A similar clause was part of the Crossrail Act 2008, leaving open the option to run passenger services in the public sector. Indeed, we have worded this new clause so that it is as similar as possible to section 26 of the 2008 Act May I remind the Minister and the House that the Conservative party did not reject the idea of at least keeping an open mind about who might be the best operator to run Crossrail—or the Elizabeth line—in future years, and it would be disappointing to see the Conservative party move from a position of pragmatism to one of sheer ideology. It would be talking Britain down to suggest that private companies and the state-owned rail companies of the Netherlands, France and Germany are able to run successfully passenger services on our railways, but we ourselves are not. I hope that the Government do not have such a pessimistic view of our capabilities as a nation and will vote in favour of new clause 20.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Louise Joyce Ellman (Labour, Centre-left): High Speed 2 is extremely important and is necessary to expand capacity on a railway that is ever increasing in popularity. Where communities are adversely affected, they should be treated properly and there should be adequate compensation. The amount of that compensation is clearly a matter for judgment, and some of the amendments today address that It is exceedingly important, too, that the potential for jobs and economic development created by the building of High Speed 2 is maximised. That was one of the key points that the Transport Committee emphasised when we first looked at High Speed 2 back in 2011. We have published four reports on that since then. Back in 2011 the point considered in new clause 19 was emphasised. We supported High Speed 2 but highlighted the importance of maximising the job opportunities—jobs in the construction of the high-speed network or jobs opened up by economic development in the areas through which HS2 passes—and regional development. I am extremely pleased to see new clause 19 and pleased it has all-party support, because of the focus it puts on jobs.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Louise Joyce Ellman (Labour, Centre-left): The hon. Gentleman makes some important points that are worthy of consideration. I believe the decision likely to be taken later this evening will be the beginning of a very important High Speed 2 network, which may well expand after more people see its benefits New clause 19 refers to the need to look at the qualifications achieved by people working on the construction of High Speed 2. I agree with that, but it should be extended a little to include the diversity of qualifications and employment opportunities that can be offered during construction—the wide range of skills that can be obtained and the potential to attract a wide range of people who could benefit. I hope the aims of the new clause can be extended, if not in words tonight, then in the way it is implemented. I am particularly pleased to see the plans for the skills college at both Birmingham and Doncaster, and I hope they can be extended It is important, and it is implicit in some of the amendments, that economic development in the areas and regions through which High Speed 2 passes is maximised, working with the local enterprise partnerships, local authorities and business. It should not be just the stations through which High Speed 2 passes that benefit, but the surrounding region I also support the proposals to monitor expenditure on High Speed 2, because it is important that the scheme is kept within budget: over £50 billion is a lot of money, even over 20 years.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Environment
Barry Strachan Gardiner (Labour, Centre-left): I am sure that the right hon. Lady will acknowledge that when HS2’s original estimate of the amount of ancient woodland was reviewed by the Woodland Trust, that estimate was increased by 78%. It is appalling that the initial environmental survey conducted by HS2 did not record accurately the amount of ancient woodland involved.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Andrew Joseph McDonald (Labour, Centre-left): I wish to speak to new clause 22 on the construction of an integrated station at Euston There have been many discussions and consultations between HS2 and Camden Borough Council about Euston, and the new clause draws on the assurances that HS2 gave to Camden. The thrust behind this long and technical new clause reflects the fact that the redevelopment of Euston presents an enormous opportunity to build something of real worth to accommodate not only the station to the west for HS2 phase 1 and all its works but the redevelopment of the mainline station, and to take into account the requirements of phase 1 and, in due course, phase 2, including in anticipation of Crossrail 2 in the fullness of time.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Andrew Joseph McDonald (Labour, Centre-left): That point has been raised several times. The intention, as expressed in the documents, is to have a pedestrian connection between them An overarching approach to an integrated station would not only take account of all the anticipated works but achieve the objectives of securing the best possible outcomes for the residents of Camden and minimising the enormous disruption they will undoubtedly suffer. Many properties will be demolished and other properties will be in extremely close proximity to the works; public open spaces will be lost; there will be fleets of heavy goods vehicles and commercial vehicles; and noise pollution will undoubtedly disrupt the peaceable enjoyment of many properties, including in places such as Cobourg Street, which is a tranquil community with a quiet courtyard at its heart, notwithstanding its close proximity to busy traffic and the railway station. Businesses in streets like Drummond Street will also be disturbed We are asking the good people of Camden to put up with a great deal and to make huge sacrifices for the benefit of the nation, and Labour has tried to do all it can, in new clause 22 and in Committee, to mitigate the impact on the quality of life for residents. We acknowledge the sincerity of the Minister and his colleagues in working to that objective, but we take the view that this is so important that the assurances given ought to be in the Bill and have the full force of law We seek to minimise the amount of excavated material and construction materials transported into and around the site by road and to have as much as possible moved by rail. Camden Council has developed a Euston area plan, and we propose that any designs for the enlarged Euston station take full cognisance of that plan and other such framework documents and relevant guidance. The assurances talk of various boards, including the Euston strategic board, the Euston station strategic redevelopment board and the Euston integrated programme board, which bring together a number of prescribed partners. We seek to ensure that the nominated undertaker—the relevant body carrying out the HS2 works—is obliged to participate in those boards, as the assurances given by HS2 so describe.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Andrew Joseph McDonald (Labour, Centre-left): I agree entirely with the hon. Gentleman’s intervention. That is the thrust of our new clause, which I trust he will support. It stipulates that the redevelopment board will advise the Secretary of State on the delivery of an "integrated and comprehensive design" for the enlarged Euston station, and it is for the integrated programme board to make sure that the designs and construction plans for Euston fit with proposals for other Euston schemes. Access is a real issue, so while the construction is under way, which it will be for many years, we want to ensure that pedestrians and cyclists have continuous access through the site, east to west and north to south, insofar as it is "reasonably practicable" to do so. A design panel will work to ensure that the relevant partners can agree an appropriate design. Whoever is appointed for these purposes by HS2 will be obliged to work with that panel to ensure full buy-in to the design. Indeed, there will be an obligation on the nominated undertaker to take proper notice of the recommendations made by the design panel, and if for some reason the nominated undertaker does not follow those recommendations, our new clause states that it will be required to explain why that is so. The new clause makes sure that the community is properly engaged throughout the construction works at Euston so that its concerns will be recognised and its voice heard The provision is even more important, given today’s publication of the Parliamentary and Health Service Ombudsman’s report on a complaint about HS2. It effectively concludes that there are fundamental problems with the way HS2 Ltd communicates with the residents affected by their plans and the way it handles complaints The report dealt with specific complaints, but it is worrying that the Chairman of the Public Administration and Constitutional Affairs Committee has said: "There is still a culture of defensive communication and misinformation within this public body and that is not acceptable. Unless those responsible for delivering HS2 understand that first and foremost they serve the public, they will continue to be criticised for having complete disregard for the people, some of them vulnerable, who are impacted by this large-scale infrastructure project."
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Andrew Joseph McDonald (Labour, Centre-left): If my hon. Friend would not mind, I am conscious of my time drifting away The Chairman continued: "We expect HS2 Ltd to prioritise its response to Ian Bynoe’s forthcoming recommendations on communication and engagement and on complaint handling. This is a matter of primary importance for HS2 Ltd, and must be treated as such." I trust that the Minister will take on board the criticisms of the Committee and make sure that any necessary cultural and other changes are made so that there is no such repetition. I urge him further to consider, even at this late stage, accepting our representations in the context of this new clause The new clause also provides that when the Secretary of State sets out the Government’s periodic railway investment plans, in what we have come to term "control periods", he or she should set out the costs of and funding for the anticipated works in the planning period before the works start and during the control period in which the works will fall Yes, previous infrastructure projects have had similar assurances woven into them and they have been observed, but this is such a huge infrastructural undertaking, the likes of which has never been done before in such a manner, on such a scale or over such a lengthy period of time. We believe that the people of Camden need to have more than just the assurances that have been given. On this occasion, we believe that we have to take the extra step of working those assurances directly into the Bill. The Minister will not need me to remind him that throughout the Public Bill Committee Labour tabled a number of amendments and new clauses that pressed the Government to justify the inclusion of wide-ranging blanket powers granted to the Secretary of State for the purposes of the construction and operation of HS2. Each time the Minister responded by resisting our attempt to curtail the scope of the Secretary of State’s powers on the basis that the Government was taking a "belt and braces" approach so as to be absolutely sure. I am now therefore asking for the loan of his belt and braces— not to protect my dignity, but to protect the people of Camden I do not intend to impugn the sincerity of HS2 Ltd or of the Minister, and he knows that. In the light of the comments from the Public Administration and Constitutional Affairs Committee and the special set of circumstances that apply, we firmly believe that these provisions need to be enshrined in statute. I shall test the will of the House on new clause 22 by putting it to the vote
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Lilian Rachel Greenwood (Labour, Centre-left): Today’s proceedings mark the end of a long process and I am sure the House will want to express its gratitude to all those who served on the Bill Select Committee, the Clerks and all those who petitioned or who assisted the petitioners in making their case. The project has undoubtedly been improved by the parliamentary scrutiny it has received. I thank my hon. Friend the Member for Middlesbrough (Andy McDonald), who represented the Opposition with great skill in the Public Bill Committee and on Report HS2 is a Labour project. When the high-speed rail Command Paper was published in March 2010, the urgent need for greater capacity on our rail network was at its heart. Since that paper was published, passenger numbers have grown by a third. Punctuality has declined as the constraints on our existing infrastructure grow. The case for HS2 was based on the assumption that passenger demand would grow by 2.2% a year; in reality, the average is more than 5%. The case for HS2 has not weakened in the past six years—it has grown stronger and more urgent Our north-south lines are testing the limits of their capacity. The midland main line has been officially designated as "congested infrastructure" and freight services are being turned away. The east coast operator has said that "this route faces track capacity limit." Nowhere is our capacity shortfall more keenly felt than on the west coast main line between London and Birmingham, which is the most congested part of the busiest and most complex mixed-use line in Europe, carrying a quarter of all passengers and freight. At least £9 billion was spent on a hugely disruptive modernisation package for the line, and it did not deliver the benefits we were promised. Just a few years on, we have used up almost all the extra capacity, and even if we lengthened every train and converted every first-class carriage to standard, that would not be enough and it would not enable us to run a single extra train. On some sections of the west coast main line, the notorious curves and gradients are pre-Victorian, and they cannot be altered. We have reached the practical limits of the existing infrastructure, and new signalling would have limited benefits on such a busy route, where inter-city commuter and freight services all compete for scarce paths. The scale of the capacity challenge requires us to take action. Commuter services have already been cut back in the west midlands and on the approaches to Manchester because of a lack of capacity on our main lines.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Christopher Paul Farrelly (Labour, Centre-left): Does my hon. Friend recognise that in its current form, the Bill does not satisfy the concerns of north Staffordshire? There is no connectivity with or stop for Stoke-on-Trent, which is a far greater conurbation with a bigger economy that that of Crewe.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Louise Joyce Ellman (Labour, Centre-left): I support the Bill, which will bring vital capacity for an expanding railway. It is reassuring to see that so many of the points raised by the Transport Committee in 2011 are now incorporated into the Bill, including maximising jobs, whether in construction or regional economic development. High Speed 2 is part of a connected railway, with plans for ensuring that lines freed by the construction of High Speed 2 can be used for passengers and freight. We must ensure that those who are not on a high-speed line or situated near a high-speed station do not lose out It is vital that the necessary investment in High Speed 2 does not come at the expense of investment in the classic line, but evidence to date suggests that that will not be the case. Improvements in other parts of the country, including east-west links, must be linked with high-speed rail as part of the connected rail network. When in phase 2 the trans-Pennine developments take place—now known as High Speed 3—it is vital that High Speed 2 is linked into that so that, in the words of Lord Adonis, the chairman of the National Infrastructure Commission: "Route decisions on the northern sections of HS2 should support enhanced high speed connections within the north including between Leeds-Sheffield, Liverpool-Manchester, and Sheffield-Newcastle." I am sorry that we are not considering High Speed 2 as one Bill, and that instead we have it in two phases, and I hope that the end date of 2034 can be brought forward. However, I am pleased that we are deciding on the go-ahead for phase 1 of High Speed 2. This is for the future. It is about vision and confidence in the railway sector and public transport, and I hope that hon. Members will approve the Bill.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Environment
Barry Strachan Gardiner (Labour, Centre-left): I am not against HS2. I am for trees—but not just any trees: trees that enhance our environment and improve our biodiversity. I want to pick up on two very brief points, in relation to the remarks of the Minister of State, the hon. Member for Scarborough and Whitby (Mr Goodwill), on net biodiversity loss and translocation It is absolutely clear that the commitment in the Government’s White Paper was not simply to no net biodiversity loss but to leaving the natural environment of England in a better state. This project will set a precedent on how to deal with the natural environment for all future major infrastructure projects. The question is whether it will fulfil the promise of improving the natural environment, leaving it in a better state for our children. National planning policy framework 118 is absolutely clear: "planning permission should be refused for development resulting in the loss or deterioration of irreplaceable habitats, including ancient woodland" Ancient woodland is irreplaceable The Secretary of State used the figure of 7 million trees when he spoke from the Dispatch Box earlier. Seven million trees, if planted at the rate suggested by the Woodland Trust of 2,500 trees per hectare, would give rise to 2,400 additional hectares. I want a commitment from the Secretary of State that they will be additional hectares: additional to the Government’s promise that 5,000 hectares of new woodland will be planted in England each year, a promise that at the moment is not being met. Some 2,400 hectares had been planted up to 2014-15, which is more than 4,000 hectares light on the existing promise. I want a commitment that the additional 2,400 hectares—the 7 million trees he spoke of—will be on top of the existing promise that is not being met Finally, on translocation, Natural England clearly states that an "ancient woodland ecosystem cannot be moved". The Woodland Trust’s extensive research into translocation states: "The only thing that is certain when translocation of ancient woodland soils is undertaken is that a valuable habitat will be destroyed." There is no guarantee that a similarly valuable habitat will be created. The idea, therefore, that translocation can be used and justified as the Minister attempted to do earlier—he is an honourable and decent man using the information that his civil servants no doubt gave him—is wrong.
High Speed Rail (London – West Midlands) Bill — House of Commons, 2016-03-23
Topic: Transportation
Andrew Francis Slaughter (Labour, Centre-left): I support the principle of high-speed rail and this project, not least because it allows the regeneration of the Old Oak area in my constituency—by some distance the largest development area in the country, bringing more than 24,000 homes and 50,000 new jobs to an area of severe deprivation. I support the project with reservations, and I have been happy to work with those on both sides who will be voting against the Bill tonight, because the local implications for residents, businesses and the environment have not been properly considered through this process. I say that with all due respect to the Committee, which has done an excellent job and worked incredibly hard In the minute left available to me, let me mention three things. First, if the issue is about capacity and not so much about speed, why are there not more stations, which would make it more beneficial to areas between London and Birmingham? Secondly, why are there not better links with HS1? I accept why the Camden link had to go, but it is ridiculous not to have those better links Thirdly, why can we not have a proper integrated centre at Old Oak, which would bring the Great Western line, the overground, the underground and Crossrail together? It is a huge wasted opportunity not to use that land properly. It is a real waste of public money and opportunity in that area. I urge the Government to look at that again and to work with the new Mayor, who I hope will be my right hon. Friend the Member for Tooting (Sadiq Khan), to ensure that we have proper regeneration on that site.