Protests against HS2 in the area where the railway is planned to pass through near Lymm in Manchester on April 8, 2014. Photograph: Getty Images.
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We need to go beyond HS2 and build a Liverpool-Leeds rail link

A high-speed rail connection between Liverpool, Manchester and Leeds would be transformative for the north.

Liverpool, Manchester and Leeds are separated by a mere 65 miles. Yet board a train at one end of this corridor and it will be nearly two hours before you alight at the other end. We ought to be seriously considering building a high speed alternative.

The current Transpennine Express trains trundle across the Pennines with a meandering listlessness reminiscent of a distracted pony. They huff and puff and creak and groan. Calling them "express" trains is an outrage against the English language. Transpennine passengers enjoy glorious scenery, but appalling speeds. As Andrew Adonis has drily noted, it is "quite an achievement" that the 45 mile journey between Leeds and Manchester takes almost an hour. Although the route is set to be electrified, the work will make only a marginal difference to journey times. 

Of course, Britain is riddled with slow rail connections and plenty of trains huff and puff, but this case is different. This transport corridor links three of the six largest cities in England. Liverpool is the fastest growing city outside of London and Manchester is increasingly heralded as the UK’s second city. Surely our major cities should be better connected?

This issue is even more pressing in light of the economic importance of bringing businesses closer together - so-called "agglomeration economics". Nowadays, economic growth seems increasingly to be driven by large urban hubs where workers and businesses in close proximity compete, collaborate and copy each other much more intensively than they otherwise would do. Mixing in these ways drives innovation and productivity gains. As Evan Davies explained in his recent documentary Mind The Gap, London benefits from these "economies of distance" in a way that other parts of the country do not – and it is powering Britain’s economic recovery as a result.

Yet Davies also emphasises that the area from Liverpool through Manchester to Leeds is the prime candidate for an extended travel to work zone outside of London. With populations expanding again after decades of decline, these cities have the potential to form a robust corridor of economic activity, a northern hub.

This will depend, however, upon better transport links. As things stand, the area is hobbled by poor rail connections. Research by the LSE found that approximately 40 per cent fewer commuting journeys are made between Leeds and Manchester than would be expected given the cities’ proximity and size. Such statistics will hardly surprise regular Transpennine travellers, but they underline the extent to which poor transport connections are holding back business growth.

The government’s current plans for HS2 do nothing to address this problem of east-west connectivity. In fact, while the government has portrayed HS2 as an economic panacea for the north, the matter is far from clear. Many experts have argued that HS2 is more likely to draw more wealth into London than it is likely to spread it northwards. Unsurprising, then, that northerners show little enthusiasm for HS2 with 22 per cent strongly opposing the scheme in Yorkshire and only 10 per cent strongly in favour.

By contrast, a high-speed rail connection between Liverpool, Manchester and Leeds would be transformative for the north, drawing journey times down toward those of a standard Underground commute and thereby boosting business growth. It would cost far less than HS2 and would be more readily deliverable.

As things stand, however, we are in danger of allowing the controversy swirling around HS2 to stymie further thinking and plans for high speed rail, plans which should be judged on their own merit. Irrespective of whether the case for HS2 adds up, a connection from Liverpool to Leeds ought to at least be on the policy agenda as an option and subject to the careful cost-benefit evaluation of any major infrastructure project. When discussing high speed rail, we ought to be going beyond HS2.

David Kirkby (@kirkbydj) is a researcher at Bright Blue 

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Richmond is a wake-up call for Labour's Brexit strategy

No one made Labour stand in Richmond Park. 

Oh, Labour Party. There was a way through.

No one made you stand in Richmond Park. You could have "struck a blow against the government", you could have shared the Lib Dem success. Instead, you lost both your dignity and your deposit. And to cap it all (Christian Wolmar, take a bow) you self-nominated for a Nobel Prize for Mansplaining.

It’s like the party strategist is locked in the bowels of HQ, endlessly looping in reverse Olivia Newton John’s "Making a Good Thing Better".

And no one can think that today marks the end of the party’s problems on Brexit.

But the thing is: there’s no need to Labour on. You can fix it.

Set the government some tests. Table some amendments: “The government shall negotiate having regard to…”

  • What would be good for our economy (boost investment, trade and jobs).
  • What would enhance fairness (help individuals and communities who have missed out over the last decades).
  • What would deliver sovereignty (magnify our democratic control over our destiny).
  • What would improve finances (what Brexit makes us better off, individually and collectively). 

And say that, if the government does not meet those tests, the Labour party will not support the Article 50 deal. You’ll take some pain today – but no matter, the general election is not for years. And if the tests are well crafted they will be easy to defend.

Then wait for the negotiations to conclude. If in 2019, Boris Johnson returns bearing cake for all, if the tests are achieved, Labour will, and rightly, support the government’s Brexit deal. There will be no second referendum. And MPs in Leave voting constituencies will bear no Brexit penalty at the polls.

But if he returns with thin gruel? If the economy has tanked, if inflation is rising and living standards have slumped, and the deficit has ballooned – what then? The only winners will be door manufacturers. Across the country they will be hard at work replacing those kicked down at constituency offices by voters demanding a fix. Labour will be joined in rejecting the deal from all across the floor: Labour will have shown the way.

Because the party reads the electorate today as wanting Brexit, it concludes it must deliver it. But, even for those who think a politician’s job is to channel the electorate, this thinking discloses an error in logic. The task is not to read the political dynamic of today. It is to position itself for the dynamic when it matters - at the next general election

And by setting some economic tests for a good Brexit, Labour can buy an option on that for free.

An earlier version of this argument appeared on Jolyon Maugham's blog Waiting For Tax.

Jolyon Maugham is a barrister who advised Ed Miliband on tax policy. He blogs at Waiting for Tax, and writes for the NS on tax and legal issues.