The road fix

Why do we keep building more roads? Because when it comes to planning, the deck is cynically stacked

Britain's environmentalists have won every argument against expanding the roads network - but still the government keeps pouring billions of pounds into new highways.

Studies show that new roads do not solve congestion - they just generate more traffic. They add to pollution and, of course, they raise Britain's greenhouse gas emissions. Road transport already generates 142m tonnes of CO2 a year - about 25 per cent of Britain's total. As the European emissions trading scheme puts an ever-higher price on carbon, those emissions could cost the taxpayer increasingly dearly.

The Treasury and Department for Transport know this, so why do their economists give their blessing to Labour's £13bn roads programme?

The answer lies far away from public scrutiny in the arcane and biased rules under which proposed roads are assessed. These New Approach to Appraisal (Nata) rules were introduced by La bour in 1998 under the integrated transport policy designed by John Prescott, then overseeing environment and transport. Most of Prescott's plans were chucked out by Blair and Brown as being far too green, but the Department for Transport (DfT) loved Nata and now the reasons are becoming clear.

Under Nata, road builders such as the Highways Agency and local authorities must submit detailed assessments of proposed transport projects to the government. These are meant to be balance sheets showing the costs, benefits and environmental impacts. In theory this is a good thing, but in reality the rules are designed to make road schemes look better than any greener alternative, every time.

Take section 3.5.1[1] of the Nata rules. This awards extra points to schemes that generate more traffic because more cars and lorries on the road mean more fuel sales - and hence more tax revenue for the government. By contrast, public transport schemes, which take motor vehicles off the road and so reduce fuel sales and tax revenue, have points deducted.

Then there's the rule on journey times, where planners can claim that a road will bring economic benefits if they can show it will cut the average journey time of each user. Every minute saved for a car driver is valued at 44p - which can be offset against the cost of building the road.

Forty-four pence may not sound much, but multiply it by the number of minutes saved per trip, then again by the millions of drivers using the road each year - and then yet again by 60 years, the notional lifetime of most road schemes. The result, invariably, is a huge positive value for every proposed road.

How does this work in practice? Look, for example, at the scheme to widen a 56km stretch of the M1 between junctions 30 and 42. The cost to the taxpayer is £1.5bn, which sounds like a lot, but the Highways Agency has used the Nata system to claim that, over the next 60 years, the widening is worth no less than £4.5bn because of the time it will save travellers. Since this supposed "benefit" to the economy far exceeds the cost, the scheme has been approved.

Just how biased this system can be is set out in the Nata rules that assign lower values to other types of traveller. A minute saved on a cyclist's travel time, for example, isn't worth 44p but just 28p. A bus-user's time is valued at 33p a minute. The implicit assumption is that cyclists and bus-users make less contribution to the economy than car drivers.

Roads can be made to look even better. Manipulating the accident figures is a typical device. If a proposed road can be predicted to reduce accidents, then each life saved and injury prevented can be given a notional value. The Highways Agency predicts that another £2.5bn M1 widening scheme (junctions 21-30) would prevent 2,081 accidents over 60 years, of which four would be fatal. This, it claims, adds £105m to the value of the scheme. (It would also, it calculates, generate another £41.3m in taxes from the extra fuel sold.) Critics point out that such calculations, based on accidents that have not yet happened on a road that is not even built, are dubious in the extreme.

Nata assessments have also always avoided costing the most damaging aspects of new roads, such as the impact on landscapes, noise and pollution and, of course, carbon emissions. This means that, even though a road might be an environmental disaster, there are no estimated cash costs to be set against the claimed economic benefits. Instead the planners give a qualitative assessment, using terms such as "moderate", "severe" or, worst of all, "very large adverse".

These qualitative judgements have in the past been enough to frustrate the road builders. Alistair Darling rejected "improvements" to the A303 that would have carved a new road through the Blackdown Hills, an area of outstanding natural beauty on the Devon-Somerset borders, after seeing in the Nata assessment that it would have a "seriously adverse" impact. He apparently did not want to be the minister who overruled such a negative assessment.

It should be no surprise that ever since that decision was taken, Treasury and DfT officials have been working to get rid of such "emotional" analyses by designing a system to assign monetary values to landscapes, tranquillity and biodiversity. The ostensible aim is to make the system more "objective" and number-based - but the crucial issue is what values are assigned to qualities that are inherently priceless. How much might the last dormouse in Wiltshire be worth? Soon Labour's minions may be able to tell you.

Appearance of objectivity

A hint of what lies in store came in the Eddington report, published last December. Sir Rod Ed dington, former chief executive of British Airways, was commissioned by the Treasury and DfT to examine the long-term links between transport and the UK's economic productivity and he found that building lots more roads would bring huge benefits to the economy for a relatively low environmental cost. "Even after accounting for environmental effects, there appears to be a good case for adding strategic road infrastructure over and above the schemes in the current roads programme," said his report, suggesting that Britain's trunk roads and motorways needed 3,350km of new lanes by 2025, at a cost of up to £33bn.

But how did Eddington account for environmental costs? His report does not explain, but a footnote directs the reader to an obscure research annexe, "Transport Demand to 2025 and the Economic Case for Road Pricing and Investment", written by Treasury officials. This document doesn't explain how Eddington priced the environment either, but it refers the reader to yet another set of reports commissioned by the Office of the Deputy Prime Minister in 2002, for a purpose entirely different from road-building.

Based on these outdated reports, the Eddington study assigned a one-off value to the damage done by roads to the landscape of between £900,000 and £1.25m for each kilometre of new lane that is built - a remarkably small sum compared to both the claimed economic benefits and the £40m cost of building the average kilometre of trunk road.

(If this approach seems to lack rigour then the Treasury report's forecasts for fuel costs are even less rooted in reality. "Fuel costs are forecast to fall by 26 per cent up to 2025," they said. "This comprises a 3 per cent increase in fuel prices and a 28 per cent increase in fuel efficiency. An oil price of $35 a barrel is assumed in 2025." Oil prices, of course, had already hit $50 a barrel when this report was published last year. They have stayed that way ever since and analysts predict the long-term trend is upwards, meaning roads will become ever less economical.)

What Eddington and the Treasury have done is to give the road builders a way of putting an apparent monetary value on landscape and tranquillity, so creating the appearance of objectivity when assessing the costs and benefits of any new road. In reality, however, the values assigned to landscape and tranquillity are so low that they will always be far outweighed by the apparent economic benefits.

"The upshot of all these assessment systems is that, however bad a road might look to the people living near its route, and however damaging it is likely to be to the environment, the economic 'benefits' will, on paper, always look much greater," says Rebecca Lush of Transport 2000, who has analysed the reports.

The great factor that is missing from these calculations is the cost of carbon emissions. In their appraisals, the road builders have to say how much extra CO2 their scheme will generate. The M1 widening scheme above, for example, will generate more than 186,000 tonnes a year extra CO2. But no financial cost was assigned to these emissions when this scheme was approved.

It wasn't until January this year that the DfT told road builders to begin adding a cost of £70 for each tonne of carbon emitted in project calculations. This is still too low to shift the equations away from favouring road building - and it will apply only to new projects. Moreover, £70 is an arbitrary sum because no one can agree how to price the the cost of future carbon emissions. Some experts have said the real value should be around £1,000 a tonne. Once again, therefore, factors that should count against new road projects are undervalued while those that support them are overvalued.

The £13bn-worth of new roads approved under the Nata system makes Labour's roads programme even larger than the one they inherited from the Conservatives in 1997. Back then, the new Labour government cancelled that programme with promises of an integrated transport system.

Among schemes that have recently been approved is the widening of the M25, which will turn most of London's orbital motorway into an eight-lane highway under a private finance initiative that will cost taxpayers more than £5bn. Around Leeds, the M62 motorway is approved for a £336m widening. This year the government will decide whether to approve a £3bn project to widen the M6 between Birmingham and Manchester.

Undermining rail

The Highways Agency is also seeking approval for the Mottram-Tintwistle bypass, a short-cut for lorries through the Peak District National Park. The main economic justification is the notional value, under Nata criteria, of the time the road would save for drivers - put at £159m over 60 years. Opponents of the scheme say the national park is worth a lot more than that.

Also on the table are some highly controversial local road schemes such as the Dorset County Council's Weymouth relief road, which would slice through the Dorset Downs area of outstanding natural beauty, a site of special scientific interest, as well as ancient woodlands. Again, the main economic justification is the notional time saved for drivers, put at £275m over 30 years.

A secondary effect of the Nata rules is to undermine the economic case for investing in public transport. The light rail schemes variously proposed for Liverpool, Sheffield, Portsmouth, Leeds and other cities were all turned down for funding under the Nata formula, as the government declared they were "poor value for money" and recommended bus schemes instead. Another bias in the system is that the government requires light rail planners to contribute 25 per cent of the funding, whereas road builders have to contribute only 10 per cent.

There is strong evidence that assessment systems such as Nata offer no real guide to a road's future performance. Last year the former Countryside Agency and the Campaign for the Protection of Rural England published an investigation into three completed road projects, comparing the predictions made before they were built with what happened afterwards.

It looked at the A34 Newbury bypass, the A27 Polegate bypass and the M65 Blackburn southern bypass, and in each case found that the preliminary assessments had underestimated the scale of traffic growth and the impact on the landscape. They had also made little allowance for the way new roads increase development pressure, often leading to a rash of buildings along their length.

The report concluded: "Issues of induced traffic growth, landscape impact and development pressures are rarely addressed adequately in the evaluations. It is easy to gain the impression that evaluations are carried out in consultancy back offices for the interests of Highways Agency officers only."

Recently the DfT said it planned to "refresh" the Nata rules to take account of the Stern review on the economics of climate change, the Eddington report and other developments. What this is likely to mean, say insiders, is the disappearance of "emotive" descriptions of a new road's impact on the landscape and wildlife and their replacement with indices - numbers - that will have far less obvious meaning. The low price placed on carbon emissions of £70 per tonne is unlikely to change.

This will open the way for Eddington's vision to prevail. Carbon emissions, damaged landscapes, lost tranquillity and vanishing biodiversity will all be given such tiny numerical values that they will inevitably be wiped out by the economic "benefits". The economists will be satisfied, the politicians will be absolved - and the road builders will be delighted.

Jonathan Leake is the Sunday Times science and environment editor

This article first appeared in the 13 August 2007 issue of the New Statesman, Road fix

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The age of loneliness

Profound changes in technology, work and community are transforming our ultrasocial species into a population of loners.

Our dominant ideology is based on a lie. A series of lies, in fact, but I’ll focus on just one. This is the claim that we are, above all else, self-interested – that we seek to enhance our own wealth and power with little regard for the impact on others.

Some economists use a term to describe this presumed state of being – Homo economicus, or self-maximising man. The concept was formulated, by J S Mill and others, as a thought experiment. Soon it became a modelling tool. Then it became an ideal. Then it evolved into a description of who we really are.

It could not be further from the truth. To study human behaviour is to become aware of how weird we are. Many species will go to great lengths to help and protect their close kin. One or two will show occasional altruism towards unrelated members of their kind. But no species possesses a capacity for general altruism that is anywhere close to our own.

With the possible exception of naked mole-rats, we have the most social minds of all mammals. These minds evolved as an essential means of survival. Slow, weak, armed with rounded teeth and flimsy nails in a world of fangs and claws and horns and tusks, we survived through co-operation, reciprocity and mutual defence, all of which developed to a remarkable degree.

A review paper in the journal Frontiers in Psychology observes that Homo economicus  might be a reasonable description of chimpanzees. “Outsiders . . . would not expect to receive offers of food or solicitude; rather, they would be fiercely attacked . . . food is shared only under harassment; even mothers will not voluntarily offer novel foods to their own infants unless the infants beg for them.” But it is an unreasonable description of human beings.

How many of your friends, colleagues and neighbours behave like chimpanzees? A few, perhaps. If so, are they respected or reviled? Some people do appear to act as if they have no interests but their own – Philip Green and Mike Ashley strike me as possible examples – but their behaviour ­attracts general revulsion. The news is filled with spectacular instances of human viciousness: although psychopaths are rare, their deeds fill the papers. Daily acts of kindness are seldom reported, because they are everywhere.

Every day, I see people helping others with luggage, offering to cede their place in a queue, giving money to the homeless, setting aside time for others, volunteering for causes that offer no material reward. Alongside these quotidian instances are extreme and stunning cases. I think of my Dutch mother-in-law, whose family took in a six-year-old Jewish boy – a stranger – and hid him in their house for two years during the German occupation of the Netherlands. Had he been discovered, they would all have been sent to a concentration camp.

Studies suggest that altruistic tendencies are innate: from the age of 14 months, children try to help each other, attempting to hand over objects another child can’t reach. At the age of two, they start to share valued possessions. By the time they are three, they begin to protest against other people’s violation of moral norms.

Perhaps because we are told by the media, think tanks and politicians that competition and self-interest are the defining norms of human life, we disastrously mischaracterise the way in which other people behave. A survey commissioned by the Common Cause Foundation reported that 78 per cent of respondents believe others to be more selfish than they really are.

I do not wish to suggest that this mythology of selfishness is the sole or even principal cause of the epidemic of loneliness now sweeping the world. But it is likely to contribute to the plague by breeding suspicion and a sense of threat. It also appears to provide a doctrine of justification for those afflicted by isolation, a doctrine that sees individualism as a higher state of existence than community. Perhaps it is hardly surprising that Britain, the European nation in which neoliberalism is most advanced, is, according to government figures, the loneliness capital of Europe.

There are several possible reasons for the atomisation now suffered by the supremely social mammal. Work, which used to bring us together, now disperses us: many people have neither fixed workplaces nor regular colleagues and regular hours. Our leisure time has undergone a similar transformation: cinema replaced by television, sport by computer games, time with friends by time on Facebook.

Social media seems to cut both ways: it brings us together and sets us apart. It helps us to stay in touch, but also cultivates a tendency that surely enhances other people’s sense of isolation: a determination to persuade your followers that you’re having a great time. FOMO – fear of missing out – seems, at least in my mind, to be closely ­associated with loneliness.

Children’s lives in particular have been transformed: since the 1970s, their unaccompanied home range (in other words, the area they roam without adult supervision) has declined in Britain by almost 90 per cent. Not only does this remove them from contact with the natural world, but it limits their contact with other children. When kids played out on the street or in the woods, they quickly formed their own tribes, learning the social skills that would see them through life.

An ageing population, family and community breakdown, the decline of institutions such as churches and trade unions, the switch from public transport to private, inequality, an alienating ethic of consumerism, the loss of common purpose: all these are likely to contribute to one of the most dangerous epidemics of our time.

Yes, I do mean dangerous. The stress response triggered by loneliness raises blood pressure and impairs the immune system. Loneliness enhances the risk of depression, paranoia, addiction, cognitive decline, dem­entia, heart disease, stroke, viral infection, accidents and suicide. It is as potent a cause of early death as smoking 15 cigarettes a day, and can be twice as deadly as obesity.

Perhaps because we are in thrall to the ideology that helps to cause the problem, we turn to the market to try to solve it. Over the past few weeks, the discovery of a new American profession, the people-walker (taking human beings for walks), has caused a small sensation in the media. In Japan there is a fully fledged market for friendship: you can hire friends by the hour with whom to chat and eat and watch TV; or, more disturbingly, to pose for pictures that you can post on social media. They are rented as mourners at funerals and guests at weddings. A recent article describes how a fake friend was used to replace a sister with whom the bride had fallen out. What would the bride’s mother make of it? No problem: she had been rented, too. In September we learned that similar customs have been followed in Britain for some time: an early foray into business for the Home Secretary, Amber Rudd, involved offering to lease her posh friends to underpopulated weddings.



My own experience fits the current pattern: the high incidence of loneliness suffered by people between the ages of 18 and 34. I have sometimes been lonely before and after that period, but it was during those years that I was most afflicted. The worst episode struck when I returned to Britain after six years working in West Papua, Brazil and East Africa. In those parts I sometimes felt like a ghost, drifting through societies to which I did not belong. I was often socially isolated, but I seldom felt lonely, perhaps because the issues I was investigating were so absorbing and the work so frightening that I was swept along by adrenalin and a sense of purpose.

When I came home, however, I fell into a mineshaft. My university friends, with their proper jobs, expensive mortgages and settled, prematurely aged lives, had become incomprehensible to me, and the life I had been leading seemed incomprehensible to everyone. Though feeling like a ghost abroad was in some ways liberating – a psychic decluttering that permitted an intense process of discovery – feeling like a ghost at home was terrifying. I existed, people acknowledged me, greeted me cordially, but I just could not connect. Wherever I went, I heard my own voice bouncing back at me.

Eventually I made new friends. But I still feel scarred by that time, and fearful that such desolation may recur, particularly in old age. These days, my loneliest moments come immediately after I’ve given a talk, when I’m surrounded by people congratulating me or asking questions. I often experience a falling sensation: their voices seem to recede above my head. I think it arises from the nature of the contact: because I can’t speak to anyone for more than a few seconds, it feels like social media brought to life.

The word “sullen” evolved from the Old French solain, which means “lonely”. Loneliness is associated with an enhanced perception of social threat, so one of its paradoxical consequences is a tendency to shut yourself off from strangers. When I was lonely, I felt like lashing out at the society from which I perceived myself excluded, as if the problem lay with other people. To read any comment thread is, I feel, to witness this tendency: you find people who are plainly making efforts to connect, but who do so by insulting and abusing, alienating the rest of the thread with their evident misanthropy. Perhaps some people really are rugged individualists. But others – especially online – appear to use that persona as a rationale for involuntary isolation.

Whatever the reasons might be, it is as if a spell had been cast on us, transforming this ultrasocial species into a population of loners. Like a parasite enhancing the conditions for its own survival, loneliness impedes its own cure by breeding shame and shyness. The work of groups such as Age UK, Mind, Positive Ageing and the Campaign to End Loneliness is life-saving.

When I first wrote about this subject, and the article went viral, several publishers urged me to write a book on the theme. Three years sitting at my desk, studying isolation: what’s the second prize? But I found another way of working on the issue, a way that engages me with others, rather than removing me. With the brilliant musician Ewan McLennan, I have written a concept album (I wrote the first draft of the lyrics; he refined them and wrote the music). Our aim is to use it to help break the spell, with performances of both music and the spoken word designed to bring people together –which, we hope, will end with a party at the nearest pub.

By itself, our work can make only a tiny contribution to addressing the epidemic. But I hope that, both by helping people to acknowledge it and by using the power of music to create common sentiment, we can at least begin to identify the barriers that separate us from others, and to remember that we are not the selfish, ruthless beings we are told we are.

“Breaking the Spell of Loneliness” by Ewan McLennan and George Monbiot is out now. For a full list of forthcoming gigs visit:

This article first appeared in the 20 October 2016 issue of the New Statesman, Brothers in blood