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.
Photo: Getty
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How the row over Jackie Walker triggered a full-blown war in Momentum

Jon Lansman, the organisation's founder, is coming under attack. 

The battle for control within Momentum, which has been brewing for some time, has begun in earnest.

In a sign of the growing unrest within the organisation – established as the continuation of Jeremy Corbyn’s first successful leadership bid, and instrumental in delivering in his re-election -  a critical pamphlet by the Alliance for Workers’ Liberty (AWL), a Trotskyite grouping, has made its way into the pages of the Times, with the “unelected” chiefs of Momentum slated for turning the organisation into a “bland blur”.

The issue of contention: between those who see Momentum as an organisation to engage new members of the Labour party, who have been motivated by Jeremy Corbyn but are not yet Corbynites.

One trade unionist from that tendency described what they see the problem as like this: “you have people who have joined to vote for Jeremy, they’re going to meetings, but they’re voting for the Progress candidates in selections, they’re voting for Eddie Izzard [who stood as an independent but Corbynsceptic candidate] in the NEC”.  

On the other are those who see a fightback by Labour’s right and centre as inevitable, and who are trying to actively create a party within a party for what they see as an inevitable purge. One activist of that opinion wryly described Momentum as “Noah’s Ark”.

For both sides, Momentum, now financially stable thanks to its membership, which now stands at over 20,000, is a great prize. And in the firing line for those who want to turn Momentum into a parallel line is Jon Lansman, the organisation’s founder.

Lansman, who came into politics as an aide to Tony Benn, is a figure of suspicion on parts of the broad left due to his decades-long commitment to the Labour party. His major opposition within Momentum and on its ruling executive comes from the AWL.

The removal of Jackie Walker as a vice-chair of Momentum after she said that Holocaust Memorial Day belittled victims of other genocides has boosted the AWL, although the AWL's Jill Mountford, who sits on Momentum's ruling executive, voted to remove Walker as vice-chair. (Walker remains on the NEC, as she has been elected by members). But despite that, the AWL, who have been critical of the process whereby Walker lost her post, have felt the benefit across the country.

Why? Because that battle has triggered a series of serious splits, not only in Momentum’s executive but its grassroots. A raft of local groups have thrown out the local leadership, mostly veterans of Corbyn’s campaign for the leadership, for what the friend of one defeated representative described as “people who believe the Canary [a pro-Corbyn politics website that is regularly accused of indulging and promoting conspiracy theories]”.

In a further series of reverses for the Lansmanite caucus, the North West, a Momentum stronghold since the organisation was founded just under a year ago, is slipping away from old allies of Lansman and towards the “new” left. As one insider put it, the transition is from longstanding members towards people who had been kicked out in the late 1980s and early 1990s by Neil Kinnock. The constituency party of Wallasey in particular is giving senior figures in Momentum headaches just as it is their opponents on the right of the party, with one lamenting that they have “lost control” of the group.

It now means that planned changes to Momentum’s structure, which the leadership had hoped to be rubberstamped by members, now face a fraught path to passage.

Adding to the organisation’s difficulties is the expected capture of James Schneider by the leader’s office. Schneider, who appears widely on television and radio as the public face of Momentum and is well-liked by journalists, has an offer on the table to join Jeremy Corbyn’s team at Westminster as a junior to Seumas Milne.

The move, while a coup for Corbyn, is one that Momentum – and some of Corbyn’s allies in the trade union movement – are keen to resist. Taking a job in the leader’s office would reduce still further the numbers of TV-friendly loyalists who can go on the airwaves and defend the leadership. There is frustration among the leader’s office that as well as Diane Abbott and John McDonnell, who are both considered to be both polished media performers and loyalists, TV bookers turn to Ken Livingstone, who is retired and unreliable, and Paul Mason, about whom opinions are divided within Momentum. Some regard Mason as a box office performer who needs a bigger role, others as a liability.

But all are agreed that Schneider’s expected departure will weaken the media presence of Corbyn loyalists and also damage Momentum. Schneider has spent much of his time not wrangling journalists but mediating in local branches and is regarded as instrumental in the places “where Momentum is working well” in the words of one trade unionist. (Cornwall is regarded as a particular example of what the organisation should be aiming towards)

It comes at a time when Momentum’s leadership is keen to focus both on its external campaigns but the struggle for control in the Labour party. Although Corbyn has never been stronger within the party, no Corbynite candidate has yet prevailed in a by-election, with the lack of available candidates at a council level regarded as part of the problem. Councilors face mandatory reselection as a matter of course, and the hope is that a bumper crop of pro-Corbyn local politicians will go on to form the bulk of the talent pool for vacant seats in future by-elections and in marginal seats at the general election.

But at present, a draining internal battle is sapping Momentum of much of its vitality. But Lansman retains two trump cards. The first is that as well as being the founder of the organisation, he is its de facto owner: the data from Jeremy Corbyn’s leadership campaigns, without which much of the organisation could not properly run, is owned by a limited company of which he is sole director. But “rolling it up and starting again” is very much the nuclear option, that would further delay the left’s hopes of consolidating its power base in the party.

The second trump card, however, is the tribalism of many of the key players at a local level, who will resist infiltration by groups to Labour’s left just as fiercely as many on the right. As one veteran of both Corbyn’s campaigns reflected: “If those who have spent 20 years attacking our party think they have waiting allies in the left of Labour, they are woefully mistaken”. 

Stephen Bush is special correspondent at the New Statesman. His daily briefing, Morning Call, provides a quick and essential guide to British politics.