It would be an act of national self-mutilation for Labour to cancel HS2

Ignore the latest critics, the case for High Speed Two is as strong now as when Labour committed itself to the project in 2010.

High Speed Two (HS2) is going through the classic 'cold feet' period which bedevils every major British infrastructure project and which, with our short-termist political culture and poor project management, often leads to them being cancelled.

This phase will continue until the 2015 election, when the temptation for Labour to claim it is 'saving' £42bn by proposing to cancel a 'Tory' project will be intense. It was at a similarly early phase in their construction that the incoming 1974 Labour government cancelled the Channel Tunnel and the new London airport at Maplin Sands in the Thames Estuary, inherited from the Heath government. They were dubbed 'Tory extravagance' although, like HS2, their origins lay in the previous Labour government and there was nothing remotely right-wing about them.

These were stupid short-termist decisions. In the case of Maplin, the last, best opportunity to relocate the UK's principal international gateway to a far larger and more suitable site was thrown away. We are still paying the price in the current impasse over a third runway at Heathrow when the international airports serving Amsterdam. Paris and Frankfurt have six, four and four runways respectively.

It would be a similar act of national self-mutilation to cancel HS2 in 2015, six years into the project.

The case for High Speed Two is as strong now as when Labour committed itself to the project in March 2010 and virtually none of the arguments of the latest critics, including the Institute of Economic Affairs, affect it.

For the key justification is not speed but capacity. There will be an acute shortage of transport capacity from the 2020s to convey freight, commuters and other passengers into and between the major conurbations of London, the West Midlands, the East Midlands and South and West Yorkshire. Since there is no viable plan, let alone political will, to build new motorways between these places, or to dramatically increase air traffic between them, this additional capacity must largely be met by rail or Britain will grind to a halt. Rail is, in any case, the most efficient and green mode of transport for mass passenger and freight movements.

To meet this capacity crunch there is a simple choice: upgrade existing (mostly Victorian) rail lines and stations, or build entirely new lines and stations. Upgrading existing lines is hugely expensive and yields far less additional capacity than building new lines: the last major upgrade of the West Coast Main Line from London to Birmingham and Manchester was recently completed at a cost of £10bn, after a decade of disruption, and yielded only a fraction of the capacity improvements of HS2.

HS2 trebles existing rail capacity between the conurbations it serves, to the benefit not only of intercity services but also local and freight services because of the capacity freed up on the existing lines. Detailed costings that I commissioned in 2009 suggested that to secure just two-thirds of HS2's extra capacity by upgrading existing lines would cost more in cash terms than building HS2.

So there is no free lunch - or pot of gold which can be diverted to other projects in anything but the very short-term, with more costly consequences thereafter.

Debates about the benefits of faster journey times to Birmingham, and whether or not business travellers work productively on trains, are beside the point. If the additional capacity is required, it ought to be provided in the most cost-effective manner.

However, the additional benefits of HS2 are considerable. As HS2 proceeds further north, the time savings become steadily greater: nearly an hour off every journey between London and Manchester, Sheffield and Leeds. The connectivity benefits are also dramatic. HS2 transforms links between the Midlands and the north, as well as between London and those conurbations. HS2 includes a direct interchange with Crossrail  the new east-west underground line through London, opening in 2019 which will convey passengers to the West End, the City and Canary Wharf in a fraction of the time, and with far less than congestion than at present.

A second, north-south, Crossrail line will be needed in London from 2030, and works needs to start on this in parallel with HS2. But that is no excuse for the IEA confusing the two projects, aggregating them and lumping in other projects for good measure, to claim that HS2 will cost £80bn.

Where Labour should be critical is in the coalition's mismanagement of HS2. After three years, there is still no legislation for even the first phase of HS2 from London to Birmingham. Meanwhile, the projected costs have risen sharply  to the currently projected £42.6bn from London through to Manchester and Leeds  in large part because of a massive increase in provision for unplanned contingencies. This accounts for £14bn of the £42.6bn. If the project were well managed there would be no need for such a large contingency reserve, and advice to the government suggests that including this simply bids up the cost of projects.

In 2015 Labour will need to get a grip on HS2 to accelerate progress and reduce costs. But it should not forsake an infrastructure project vital to our economic and social future. After all, the 1970s are no inspiration.

Andrew Adonis was transport secretary in the last Labour government

The planned High Speed Two rail line would run from London to Birmingham, Manchester and Leeds.
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Why the Psychoactive Substances Act is much better than anyone will admit

Under the Psychoactive Substances Act it will not be a criminal offence for someone to possess for their own consumption recreational drugs too dangerous to be legally sold to the public.

From Thursday, it may be illegal for churches to use incense. They should be safe from prosecution though, because, as the policing minister was forced to clarify, the mind-altering effects of holy smells aren’t the intended target of the Psychoactive Substances Act, which comes into force this week.

Incense-wafters aren’t the only ones wondering whether they will be criminalised by the Act. Its loose definition of psychoactive substances has been ridiculed for apparently banning, among other things, flowers, perfume and vaping.

Anyone writing about drugs can save time by creating a shortcut to insert the words “the government has ignored its advisors” and this Act was no exception. The advisory council repeatedly warned the government that its definition would both ban things that it didn’t mean to prohibit and could, at the same time, be unenforcable. You can guess how much difference these interventions made.

But, bad though the definition is – not a small problem when the entire law rests on it – the Act is actually much better than is usually admitted.

Under the law, it will not be a criminal offence for someone to possess, for their own consumption, recreational drugs that are considered too dangerous to be legally sold to the public.

That sounds like a mess, and it is. But it’s a mess that many reformers have long advocated for other drugs. Portugal decriminalised drug possession in 2001 while keeping supply illegal, and its approach is well-regarded by reformers, including the Liberal Democrats, who pledged to adopt this model in their last manifesto.

This fudge is the best option out of what was politically possible for dealing with what, until this week, were called legal highs.

Before the Act, high-street shops were free to display new drugs in their windows. With 335 head shops in the UK, the drugs were visible in everyday places – giving the impression that they couldn’t be that dangerous. As far as the data can be trusted, it’s likely that dozens of people are now dying each year after taking the drugs.

Since legal highs were being openly sold and people were thought to be dying from them, it was obvious that the government would have to act. Until it did, every death would be blamed on its inaction, even if the death rate for users of some newly banned drugs may be lower than it is for those who take part in still-legal activities like football. The only question was what the government would do.

The most exciting option would have been for it to incentivise manufacturers to come up with mind-altering drugs that are safe to take. New Zealand is allowing drug makers to run trials of psychoactive drugs, which could eventually – if proved safe enough – be sold legally. One day, this might change the world of drug-taking, but this kind of excitement was never going to appeal to Theresa May’s Home Office.

What was far more plausible was that the government would decide to treat new drugs like old ones. Just as anyone caught with cocaine or ecstasy faces a criminal record, so users of new drugs could have been hit with the same. This was how legal highs have been treated up until now when one was considered serious enough to require a ban.

But instead, the government has recognised that its aim – getting new drugs out of high-street shop windows so they don’t seem so normal – didn’t depend on criminalising users. A similar law in Ireland achieved precisely this. To its credit, the government realised it would be disproportionate to make it a criminal offence to possess the now-illegal highs.

The reality of the law will look chaotic. Users will still be able to buy new drugs online – which could open them to prosecution for import – and the law will do nothing to make drugs any safer. Some users might now be exposed to dealers who also want to sell them more dangerous other drugs. There will be few prosecutions and some head shop owners might try to pick holes in the law: the government seems to have recognised that it needed a better definition to have any chance of making the law stick.

But, most importantly for those of us who think the UK’s drug laws should be better at reducing the damage drugs cause, the government, for the first time, has decided that a class of recreational drugs are too dangerous to be sold but that it shouldn’t be a crime to possess them. The pressure on the government to act on legal highs has been relieved, without ordinary users being criminalised. For all the problems with the new law, it’s a step in the right direction.

Leo Barasi is a former Head of Communications at the UK Drug Policy Commission. He writes in a personal capacity