argyrotsipi/train-dataset huggingface dataset:
The Process for Triggering Article 50 — House of Lords, 2017-01-24
Topic: International Affairs
Neil Kinnock (Labour, Centre-left): My Lords, is it not clear that one speech by the Prime Minister at Lancaster House—not even in Parliament—full of aims and intentions, does not constitute a coherent Brexit plan? It does not safeguard national well-being, nor does it begin to satisfy the requirements of parliamentary scrutiny. Will the Government now heed and implement the unanimous recommendation of the House of Commons Select Committee on Brexit in seeking a White Paper to put before both Houses of Parliament that will give proper detail to negotiating priorities and, crucially, specify how the Government’s commitment to conclude a comprehensive free trade agreement can feasibly be fulfilled by the end of the two-year negotiation triggered by Article 50—in the Minister’s own words—given that Article 218 of the treaty on the functioning of the European Union will require the assent of 27 member states, 37 regional and national parliaments and the European Parliament?
The Process for Triggering Article 50 — House of Lords, 2017-01-24
Topic: International Affairs
David Blunkett (Labour, Centre-left): My Lords, following that question from the noble Lord, Lord Cormack, my heart and emotions are with Edmund Burke, but my political head tells me that we are in 2017, with an extraordinarily delicate situation in terms of the way in which the British people regard politicians of all ilks and the establishment. Would it not be foolish in the extreme if this House, as an unelected body, placed itself in confrontation with the bulk of the British people, many of whom will have voted to stay in the European Union but would find it inexplicable if this House blocked in any way the forthcoming single clause Bill to allow the Government to implement Article 50? It would be unthinkable to do so. I appeal to your Lordships’ House not to place itself in confrontation with the British people.
The Process for Triggering Article 50 — House of Lords, 2017-01-24
Topic: International Affairs
Clive Soley (Labour, Centre-left): I welcome the clarity of the court’s decision, which is good and desirable, but should not have been necessary because, just as the Minister says that the rule of law is very important, so too is the supremacy of Parliament. That made the first application to court unnecessary, in my view. I go to what I think is a crucial issue. Recently, the Prime Minister and one or two other Ministers have been making the point that the end product must be a very close partnership between the UK and EU. What has troubled me throughout this process has been people talking as if that is of minor importance. We do not know how these negotiations will pan out, but I know that if the EU and the UK do not have a close partnership economically and politically, the only people who will benefit are those who do not want the European Union to succeed and are not friends of the United Kingdom.
The Process for Triggering Article 50 — House of Lords, 2017-01-24
Topic: Government Operations
Jeffrey Rooker (Labour, Centre-left): I do not want to upset anybody but the reality is that this House is nothing more than a very large sub-committee of the other place. We do not have the last word—that lies with the elected House. The only real function we have when revising legislation—and this is misunderstood outside—is to ask the other place to think again. The means we have for doing that is sending amendments. It would be very useful if, when we debate this Bill and there are opposing views and we ask the other place to think again, we do not have Ministers, or anybody else, talking about constitutional crises. This place cannot have the last word. A Government defeat in your Lordships’ House is simply a request to the Commons to look at the issue again—that is all it is.
The Process for Triggering Article 50 — House of Lords, 2017-01-24
Topic: Foreign Trade
David Edward Lea (Labour, Centre-left): My Lords, the refrain we have heard time after time is, "The people have decided". Does the Minister not agree that as the weeks and months go by, simply saying, "The people decided this, the people decided that", will hardly be satisfactory, especially when the debate comes to tariffs and specifics? Does the Minister agree that answering every question in that way over the next year will simply not wash?
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Richard Oliver Faulkner (Labour, Centre-left): Will the noble Earl take the trouble to read the very wise words of the noble Lord, Lord Brabazon, who spoke a few moments ago about the consequences of accepting these amendments? If one of them were passed, the Bill would have to be re-hybridised. It would have to go back to the hybrid Bill Committee and months and months would be taken up by looking at the Bill again with these provisions in it I cannot believe that the House would want to do that, bearing in mind the exceptionally good job that the hybrid committee did. I see a number of its members are in the Chamber at the moment and they deserve the thanks of all of us for looking at this Bill in such detail and displaying such patience in listening to huge numbers of petitions and far too many lawyers who were presenting them on behalf of people with, in some cases, entirely spurious objections. The committee went through that very well and came up with a series of recommendations for change, and the Government, to their great credit, have accepted them all either in spirit or literally. The fact that the committee has done that job and we have a Bill to which we can give Third Reading and get work under way is very important. Old Oak Common is a wonderful place. It is where my great-grandfather lived in a Great Western Railway house when he was a top link driver on the railway in the early years of the 20th century. But it is not a place where people want to go when they are travelling on high-speed trains from Birmingham or the north of England. Indeed, the practicality of finishing a journey there has been addressed by Transport for London. It answers the point made by my noble friend Lord Berkeley about Crossrail. Yes, Crossrail is going really well and will be a great success. But when HS2 arrives at Old Oak Common, it is estimated that about a third of the passengers will get off, get on to Crossrail and go into the City. However, if they were all required to go on to the City, the difference between these two—HS2 terminating at Euston or at Old Oak Common—would, in the words of Transport for London, be the difference between Crossrail coping and Crossrail falling down. That would be the implication of accepting this amendment.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Anthony Gueterbock (Labour, Centre-left): My Lords, since we appear to be merging the two groups together, I will speak briefly to Amendment 5, which is about Wendover. I do not want to rehearse what we have already spoken about this afternoon or elsewhere. However, I have a question for the Minister. Now that we are moving towards Royal Assent—this may come up in discussions about any changes that may happen at Euston to keep the trains running, which is in a later amendment—to what extent is the successful contractor able to come up with his own ideas for either doing some of the work more cheaply or with less environmental impact? Wendover tunnel comes to mind, because I am advised that building a tunnel in place of the open cut and viaduct is cheaper—and of course it has a much reduced environmental impact. Provided that he does it within the limits of deviation and all the other limits on the drawings, presumably it is up to the contractor to propose it to HS2—which presumably will accept it if all those conditions are met Alternatively, is there another way to do this? I will be interested to hear the Minister’s response, because tunnels are cheaper—somewhat surprisingly, but we discussed it in Committee—and would obviously have a reduced environmental impact. If it is within the limits of deviation and the other limits on the legislation, it would be good if the contractor just chose to do that—in which case there would be benefits all round.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Anthony Young (Labour, Centre-left): My Lords, I am surprised that yet again we are exploring the wonders of Wendover—which was one of the many exotic foreign trips we went on. It was important that we went out to see these places. I think it was a slight exaggeration when the noble Baroness, Lady Pidding, said that the area of outstanding natural beauty would be destroyed. There will be changes, but I do not believe that the area will be destroyed—and neither do members of the committee I return to the point made by my noble friend Lord Stevenson, who says, yet again, that we have not fully and transparently explored this issue. In fact we did—and of course it was done not only by us but by the Commons, who after two years of hearing petitions extended the tunnel by a significant amount. The next challenge that was put to us when we examined this in Committee was a challenge to the promoters’ assessment of tunnelling costs: "They would say that, wouldn’t they? They would make them come out cheaper". The integrity of that costing procedure was disputed. In a way, that was a useful challenge, because we needed to be assured that that costing gave us a fair and accurate cost comparison of whether extending tunnelling even further—whether it was mined or bored—would achieve savings, which my noble friend Lord Berkeley also insisted would be the case That was a legitimate question until we got to the point of the proposed Colne Valley viaduct, where petitioners were asking for a fully bored tunnel instead of a viaduct. Those HS2 tunnelling costs were assessed in an independent cost analysis and were validated. So the idea that at this stage we have not had a full debate on this is preposterous, given everything that has happened—and, again, the idea that the public interest has not been protected is fallacious It is true to say—perhaps it is the one point on which I agree with my noble friend—that the hybrid Bill process is not ideal. We and the Commons agreed on that. As a committee we put in our view of how this Victorian process, as my noble friend rightly called it, could be improved. But that is one thing; it does not take away the main point of this amendment, which somehow seems to suggest to the House that, first, the public interest has not been fully served, and, secondly, that this has been a flawed process. I and the rest of my committee colleagues do not believe that to be the case. Again, I trust that noble Lords will reject this amendment.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Peter Snape (Labour, Centre-left): My Lords, I am not quite sure whether I can help the noble Baroness. I asked the same question about a mined tunnel in Committee and the noble Viscount, Lord Astor, explained it all to me. The problem is that I have forgotten the explanation. It sounded very plausible at the time. I am sure if the noble Baroness consults her noble friend she will get all the details of what should be done I listened to the noble Baroness who spoke earlier from the Conservative Benches. She made a fleeting appearance in Committee and said pretty much the same thing; I hope she will forgive me for saying so. I do not think emotive language about a two-track railway destroying the countryside takes this House or this debate any further forward. What did she say: "Just another 8.7 kilometres of tunnel"? That is in addition to the 47 kilometres of tunnel out of the 210 kilometres of the high-speed railway line. This is expensive lunacy in my view. I make a plea again on behalf of those who travel by train. People do not travel by train to gaze at a tunnel wall. Some of the semi-hysterical comments—I exempt my noble friend Lord Stevenson, he will be relieved to know—about the damage that the railway line will do to the Chilterns are just that, sheer hysteria. They were all made 30 years ago at the time of High Speed 1 across Kent, and none of it proved true then. Indeed, the economy of Kent has benefited enormously from High Speed 1 The secondary point—the great unmentionable in this debate on the demand for tunnels—is of course that some people making these points about additional tunnelling do so on the grounds that there is no benefit from high-speed rail passing through the Chilterns to those who live there because there are not any stations. Well, there may be at some time in the future, as we have heard. Again, I exempt my noble friend from that; he is my Whip and I had better tread carefully. Once you get out of London, the M40 passes through the Chilterns without a mile of tunnel. Has that motorway destroyed that part of the world? I do not think it has. My noble friend nods his head but I do not think most people agree. Mind you, of course many of them use the M40 and that they are not going to be able to use the train is behind a great deal of the opposition, in my view. I hope that the Minister resists temptation. Whether it is cheaper to build a mined tunnel or go ahead with the existing proposals, as the Select Committee recommended, I know not. Nobody could have worked harder than the committee to look at those objections. I think there is quite sufficient tunnelling already so far as this high-speed railway is concerned, much of it expensive and unnecessary.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Bruce Joseph Grocott (Labour, Centre-left): Will my noble friend answer a question that I feel I should know the answer to? How much has all the additional tunnelling that has come on as a result of the various stages of this Bill added to the cost of HS2? I have a slight suspicion that there may be the odd person—I am sure no one in this House—who has demanded a tunnel, for whatever reason, and then complains about the overall cost of the railway once the tunnelling has been accommodated.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Peter Snape (Labour, Centre-left): I am sure that the Minister, who is listening, will be able to give my noble friend a detailed answer to that question. We see with this project, as we have seen with others, that many of those against the project as a whole for reasons including its cost are the first to demand special provision in their part of the world, regardless of the additional cost. I hope the Minister will resist temptation, as 47 kilometres out of 210 is—I repeat—quite enough for me. Whether or not I will be around in 2026, who knows, but I will do my best and I wish the same to other noble Lords on both sides of the House. I think we deserve better than an extended view of a tunnel wall. Let us see this glorious countryside, that we hear so much defence of in the context of this Bill—mistakenly in my view.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Richard Oliver Faulkner (Labour, Centre-left): My Lords, I pick up the theme of my noble friend Lord Snape and express my disappointment at the lack of ambition that some Members of this House seem to demonstrate towards our capacity as a nation to build wonderful railways. Some of the finest structures created in the 19th century were built by railway engineers, whether it was viaducts through the Peak District or magnificent railway stations. To have such a lack of ambition and to say, "Gosh, this new line must all go in tunnels because it’s going to be so obtrusive", is very disappointing. Also, as my noble friend says, it is very expensive. I remember at one of the early briefing meetings given by Sir David Higgins I asked him, "Wouldn’t it be possible to reduce the cost of the project if we didn’t have so much tunnel in it?". He said, "Yes, but I’m not allowed by the Government to answer that question". I am not sure whether it was this Government or the previous one who made it impossible for him to answer, but it has undoubtedly added to the cost I also make a plea for the people who like travelling by train and love the Chilterns and want to be able to see them. There is no reason why we should not be able to see them rather than the inside of a tunnel from the railway. Look at the other engineering projects in the Chilterns. The M40 is a six-lane motorway which carved a swathe through the Chiltern escarpment, and probably the largest intrusion into an area of outstanding natural beauty in the south of England. There was a lot of objection. It is used by very large numbers of people, but it still causes an intrusion and environmental damage far greater than the two-track railway that we are discussing this evening. Wendover benefits from a new bypass, which is being constructed to one side of the existing Chiltern railway line and is producing a huge amount of noise and traffic. It is very nice for the town because traffic is taken out of the town, but the new railway is going to go alongside that as well. Why is that somehow unreasonable compared with the road that is already there The Chilterns are beautiful. The environment of the Chilterns will be enhanced by the building of the railway, and many more people will be able to enjoy them. There is no need for these amendments.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Bruce Joseph Grocott (Labour, Centre-left): I could not keep all those figures in my head. Will the Minister be able to tell us at some stage, not necessarily now, the total additional cost of tunnelling on top of the other costs of the railway?
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Richard Rosser (Labour, Centre-left): I will make a few brief comments. First, I thank the Minister for the consultation that has taken place since Committee with local highway authorities, and for the retabling of the new schedule. Certainly, as a result of what has happened since Committee, a lot of the sting seems to have been taken out of the issue However, as the noble Baroness, Lady Randerson, said, there are still some outstanding issues. The noble Baroness mentioned Camden Council. It has indicated to us—and to the noble Baroness—that it is still pursuing certain points with the promoter. It has indicated—no doubt to all of us—that it wants the Secretary of State to provide a justification when using the powers around traffic management in the new schedule The noble Baroness, Lady Randerson, referred to the issues of bus lanes, cycleways, the Safer Lorry scheme and the congestion charge zone, and the Minister has already touched on that. However, Camden Council, as I understand it, is asking the Government to agree to specific provisions to ensure that these powers will not affect bus lanes, cycleways, the Safer Lorry scheme and the congestion charge zone, and I would be grateful if the Minister could say whether he feels that he has already met, in his earlier comments, the wish of Camden Council for those specific provisions The third request by Camden Council is for an assurance that the promoter of HS2 will meet the costs incurred by local authorities in putting in place, and removing, traffic regulation orders required by the Secretary of State. Perhaps the Minister could comment on that. If he feels that he covered it in his introductory comments, I apologise for raising them again. I am, however, raising them just to make sure that they have been covered Will the Minister also say how many organisations or local highway authorities are still making representations to him on this issue? Is the number considerable, or is it fairly limited? Is the number of outstanding points fairly limited? As I understand it—as others have said—discussions are still taking place, and it would be welcome if the Minister could let us know, either now or at Third Reading, whether those outstanding issues have been addressed. It is not unreasonable to ask the Minister to say something at Third Reading, bearing in mind the late arrival of the amendment in Committee and the fact that the Minister agreed to withdraw it and we are having our first discussion on the schedule only today. In that context it is not unreasonable to ask the Minister to update us today, and indeed at Third Reading, on whether there are outstanding issues with local highway authorities.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Anthony Gueterbock (Labour, Centre-left): We are all rushing to get the latest information, but I understand from my meeting with TfL and others yesterday that most of the issues under discussion cover the whole route, except for my last amendment, which was specific to TfL—but I may be wrong.
High Speed Rail (London-West Midlands) Bill — House of Lords, 2017-01-24
Topic: Transportation
Anthony Young (Labour, Centre-left): My Lords, to concur with what the noble Baroness, Lady O’Cathain, said, we did discuss this at great length in the committee. A target of 28% target has been set; it is certainly not a maximum, as I am sure the noble Baroness, Lady Randerson, knows. Most of the points that she made are valid, except for the comparison. We are not comparing like with like. In Crossrail, for example, although a significant amount of spoil was shifted using the river, it had to get to the river first. That was part of the problem. This is an unrealistic target, which does not mean to say that we should not be ensuring that the contractors make every effort to take the maximum amount by rail. They have an incentive to do so but there are limitations—for instance, as to how much you can take out of Euston by rail and the times at which it can be done. All that was discussed Although it appears reasonable to set this kind of target, I concur with the noble Baroness, Lady O’Cathain, that it is not the right way to go about it. There should be—the Secretary of State will ensure that there will be—very significant pressure on the contractors to take the maximum amount off the road, for all the reasons that the noble Baroness, Lady Randerson, said. I look forward to hearing what further assurances the Minister can give Camden may not have got everything, but it received 100 assurances, which were legal requirements, given by the promotor during the course of its own negotiations, and further additions that we made as the result of our hearings.