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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Our union backed Brexit, but that doesn't mean scrapping freedom of movement

We can only improve the lives of our members, like those planning stike action at McDonalds, through solidarity.

The campaign to defend and extend free movement – highlighted by the launch of the Labour Campaign for Free Movement this month – is being seen in some circles as a back door strategy to re-run the EU referendum. If that was truly the case, then I don't think Unions like mine (the BFAWU) would be involved, especially as we campaigned to leave the EU ourselves.

In stark contrast to the rhetoric used by many sections of the Leave campaign, our argument wasn’t driven by fear and paranoia about migrant workers. A good number of the BFAWU’s membership is made up of workers not just from the EU, but from all corners of the world. They make a positive contribution to the industry that we represent. These people make a far larger and important contribution to our society and our communities than the wealthy Brexiteers, who sought to do nothing other than de-humanise them, cheered along by a rabid, right-wing press. 

Those who are calling for end to freedom of movement fail to realise that it’s people, rather than land and borders that makes the world we live in. Division works only in the interest of those that want to hold power, control, influence and wealth. Unfortunately, despite a rich history in terms of where division leads us, a good chunk of the UK population still falls for it. We believe that those who live and work here or in other countries should have their skills recognised and enjoy the same rights as those born in that country, including the democratic right to vote. 

Workers born outside of the UK contribute more than £328 million to the UK economy every day. Our NHS depends on their labour in order to keep it running; the leisure and hospitality industries depend on them in order to function; the food industry (including farming to a degree) is often propped up by their work.

The real architects of our misery and hardship reside in Westminster. It is they who introduced legislation designed to allow bosses to act with impunity and pay poverty wages. The only way we can really improve our lives is not as some would have you believe, by blaming other poor workers from other countries, it is through standing together in solidarity. By organising and combining that we become stronger as our fabulous members are showing through their decision to ballot for strike action in McDonalds.

Our members in McDonalds are both born in the UK and outside the UK, and where the bosses have separated groups of workers by pitting certain nationalities against each other, the workers organised have stood together and fought to win change for all, even organising themed social events to welcome each other in the face of the bosses ‘attempts to create divisions in the workplace.

Our union has held the long term view that we should have a planned economy with an ability to own and control the means of production. Our members saw the EU as a gravy train, working in the interests of wealthy elites and industrial scale tax avoidance. They felt that leaving the EU would give the UK the best opportunity to renationalise our key industries and begin a programme of manufacturing on a scale that would allow us to be self-sufficient and independent while enjoying solid trading relationships with other countries. Obviously, a key component in terms of facilitating this is continued freedom of movement.

Many of our members come from communities that voted to leave the EU. They are a reflection of real life that the movers and shakers in both the Leave and Remain campaigns took for granted. We weren’t surprised by the outcome of the EU referendum; after decades of politicians heaping blame on the EU for everything from the shape of fruit to personal hardship, what else could we possibly expect? However, we cannot allow migrant labour to remain as a political football to give succour to the prejudices of the uninformed. Given the same rights and freedoms as UK citizens, foreign workers have the ability to ensure that the UK actually makes a success of Brexit, one that benefits the many, rather than the few.

Ian Hodon is President of the Bakers and Allied Food Workers Union and founding signatory of the Labour Campaign for Free Movement.