Why HS2 should speed ahead

We need bold policies.

Anyone who has been fortunate enough to take the Eurostar will have felt no small wonder at the speed and grace with which the sleek train snakes under the Channel and into Paris. Plans for HS2, a second high-speed line, have stirred anew such excitement.

Compared to the reality so many of us experience daily of overcrowded and delayed carriages pulling in to dirty, decaying stations, the fast and futuristic HS2 seems a welcome departure. From the golden age of steam we can progress to the golden age of speed and ignore the intervening seventy years of stagnation. 

But this is currently romance: despite the clear demand for better infrastructure the sums don’t seem to be add up. Cutting running times by 34 minutes to Birmingham will cost £21 billion, £618 million a minute, and the calculation of economic benefits to business is skewed too: it doesn’t account for the advent of the plug socket and WiFi – ie people working on the trains. Arguably nor will it bring more business to the regions from London, but likely the other way around.

There will be disruption to thousands living in the country, whose houses will be demolished entirely or undermined by constructions works or new noise, and the taxpayer will have to compensate them. Add to this the difficulties faced by farmers who will see their farms severed by the project. And urbanites must suffer too, with potentially 40 per cent of Euston services being cancelled until 2026.

The planners have not even engaged in joined-up thinking: HS2 will not connect at St Pancras, for a swift onward journey to the Continent, but at Euston, a brisk walk or Tube journey away.

These frustrations are many and have seen the government change tack in arguing HS2’s ability to mitigate overcrowding by running fourteen services an hour. Critics have responded by saying most people commute from surrounding suburbs rather than intercity across hundreds of miles. A straw man but a valid point on infrastructure expenditure.

The sorest point is the cost. Is it really cheaper to buy a new network than upgrade what exists? Will the economic benefits materialise? And who believes an HS2 train ticket will be affordable?

The bigger picture

But these challenges show the scale of planning: these are unwanted but accounted-for problems. Ultimately no-one wants to keep the current antiquated rail network, with rail passenger numbers rising, and the employment in its construction is welcome. If we are going to spend big we should at least guarantee we will have the best transport system, future proofed and fast.

As oil prices rise and emission quotas bite, high speed rail is a superb option, not least as we internationalise and need to connect our expanding airports. There is a much bigger, longer-term picture here that shows the real cost will be in waiting.

Transport Secretary Patrick McLoughlin has highlighted the fact that Britain should have the best possible infrastructure and said on the Today programme this morning that HS2 was ‘essential’ to Britain. He is right.

No great thing is ever easy; it is my sincerest hope that such an ambitious project can overcome these challenges. Bold policies can transcend politics and what better way to spark economic growth than through comprehensive and innovative infrastructure. 

Alex Matchett is a writer for Spear's magazine

This piece first appeared here

Photograph: Getty Images

This is a story from the team at Spears magazine.

#Match4Lara
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#Match4Lara: Lara has found her match, but the search for mixed-race donors isn't over

A UK blood cancer charity has seen an "unprecedented spike" in donors from mixed race and ethnic minority backgrounds since the campaign started. 

Lara Casalotti, the 24-year-old known round the world for her family's race to find her a stem cell donor, has found her match. As long as all goes ahead as planned, she will undergo a transplant in March.

Casalotti was diagnosed with acute myeloid leukaemia in December, and doctors predicted that she would need a stem cell transplant by April. As I wrote a few weeks ago, her Thai-Italian heritage was a stumbling block, both thanks to biology (successful donors tend to fit your racial profile), and the fact that mixed-race people only make up around 3 per cent of international stem cell registries. The number of non-mixed minorities is also relatively low. 

That's why Casalotti's family launched a high profile campaign in the US, Thailand, Italy and the US to encourage more people - especially those from mixed or minority backgrounds - to register. It worked: the family estimates that upwards of 20,000 people have signed up through the campaign in less than a month.

Anthony Nolan, the blood cancer charity, also reported an "unprecedented spike" of donors from black, Asian, ethcnic minority or mixed race backgrounds. At certain points in the campaign over half of those signing up were from these groups, the highest proportion ever seen by the charity. 

Interestingly, it's not particularly likely that the campaign found Casalotti her match. Patient confidentiality regulations protect the nationality and identity of the donor, but Emily Rosselli from Anthony Nolan tells me that most patients don't find their donors through individual campaigns: 

 It’s usually unlikely that an individual finds their own match through their own campaign purely because there are tens of thousands of tissue types out there and hundreds of people around the world joining donor registers every day (which currently stand at 26 million).

Though we can't know for sure, it's more likely that Casalotti's campaign will help scores of people from these backgrounds in future, as it has (and may continue to) increased donations from much-needed groups. To that end, the Match4Lara campaign is continuing: the family has said that drives and events over the next few weeks will go ahead. 

You can sign up to the registry in your country via the Match4Lara website here.

Barbara Speed is a technology and digital culture writer at the New Statesman and a staff writer at CityMetric.