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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Do you see yourself as British or English? The answer could help define modern politics

The rise of English identity has left a glaring space in politics for an English nationalist party. Who is going to fill it?

Political scientists call it the “Moreno question”. In the 1980s, the Spanish academic Luis Moreno Fernández came up with a test for identity, which was originally applied to gauge interest in Catalan independence. In its English incarnation, it asks voters to grade themselves from “I feel more British than English” to “I feel more English than British”. Unsurprisingly, Ukip does best among those who describe themselves as “English, not British”, while Labour’s vote rises the more people see themselves as British. In the biggest group – the 47 per cent who see themselves as equally English and British – the Tories lead.

The Moreno question helps us make sense of three interlinking trends in modern politics. First, the stark fact that in the 2015 election, a different party won in each nation of the United Kingdom: Labour in Wales, the SNP in Scotland, the Tories in England and the Democratic Unionist Party in Northern Ireland. Second, Ukip’s lack of success north of the border: the Herald reported in July that Ukip’s only elected representative in the country, David Coburn MEP, had been forced to take on the role of treasurer at his local branch in Fife because it has so few members. Third, Labour’s declining performance in its historic northern heartlands. Many voters there want a party with a distinctively English flavour and don’t feel that Labour is it.

Devolution has had many unexpected consequences, but the rise of an English identity is one of the least explored. Because of its demographic dominance, mainstream politicians have long argued that it would be unfair to give England its own parliament. Labour is particularly resistant to the idea because it would magnify the Conservatives’ power. As it is, the principle of “English votes for English laws” will exclude the SNP and Plaid Cymru from the grand committee-stage hearings on grammar schools, because education is a devolved matter.

However, the last general election showed that there’s a problem with English voters feeling ignored. In Worcester, the Tory MP Robin Walker told me in April 2015 that arguments about the SNP holding Labour to ransom cut through on the doorstep. “There is a real concern if [voters] are saying, ‘The proceeds of the mansion tax are all going to go on nurses in Scotland. That doesn’t help us,’” he said. Many English voters felt that the SNP would be a successful lobby group at Westminster for Scotland’s interests. Where was their equivalent?

For John Denham, the former Labour MP who now leads the Centre for English Identity and Politics at the University of Winchester, the same dynamic applied this summer in the EU referendum campaign. “Scotland got ‘Scotland Stronger in Europe’,” he tells me. “England had to put up with ‘Britain Stronger in Europe’. That was an elite campaign run by people who think Britain and England are the same thing.”

Once again, the Moreno question helps us understand a fundamental divide among English voters. Denham says that 80 per cent of people who defined themselves as “English only” voted Leave, while 80 per cent of those who called themselves “British only” voted Remain.

Denham thinks that this presents an enormous challenge for Labour in northern seats where Ukip is in second place, given that its intellectuals and leading politicians feel so squeamish about Englishness. “If Labour continues as a cosmopolitan, liberal party that doesn’t want anything to do with the politics of identity,” he warns, “it won’t reach those voters.”

Other politicians worry that if Labour doesn’t occupy this space, another party will. “As nationalists go, the SNP is pretty good,” a senior left-wing politician told me recently. “An English nationalist party could be something altogether more nasty.”

In this light, the election of Diane James as the leader of Ukip looks like a rare stroke of luck for Labour. She is a southerner, educated at Rochester Grammar School, and an MEP for south-east England. Although she is polished and professional – albeit prone to outbursts of admiration for Vladimir Putin – she seems unlikely to appeal on an emotional level to working-class white voters in the north, where the greatest potential for an English nationalist party lies. Thanks to Ukip’s Caligulan internal politics, the deputy leader, Paul Nuttall (from Bootle), did not stand and the charismatic Steven Woolfe (from Burnage) was excluded from the race after the party’s executive committee ruled that he had submitted his nomination papers 17 minutes after the deadline. (Another potential candidate, Suzanne Evans, was suspended by the party, and pretty much everyone else in Ukip seems to hate its only MP, Douglas Carswell.)

If not Labour, or Ukip, perhaps the Conservatives? Theresa May’s rebranding of the party, complete with articles on bringing back grammar schools in the Daily Mail, shows that she is pitching for Ukip-leaners. “In terms of language and biography, she has a better understanding of that struggling, socially conservative, English nationalist voter than Cameron did,” says Robert Ford, a professor of political science at Manchester University and co-author of Revolt on the Right. He believes that any party that thinks a simple economic message can sway these voters is underestimating the “emotive” nature of identity-based politics. “It’s no use going to Sunderland and saying, ‘We’re going to nationalise the trains,’ and thinking, ‘They’ll come back to us.’”

There is another option. A new party could be born, perhaps even out of the ashes of post-referendum Ukip: Arron Banks, its mega-donor, has said that he fancies the idea. With the right leader, nationalist sentiment could spread like wildfire among the “English, not British”. And, as Nigel Farage has shown, you don’t need to get elected to Westminster to have an effect.

Helen Lewis is deputy editor of the New Statesman. She has presented BBC Radio 4’s Week in Westminster and is a regular panellist on BBC1’s Sunday Politics.

This article first appeared in the 22 September 2016 issue of the New Statesman, The New Times