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 

Photo: Getty
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Rising crime and fewer police show the most damaging impacts of austerity

We need to protect those who protect us.

Today’s revelation that police-recorded crime has risen by 10 per cent across England and Wales shows one of the most damaging impacts of austerity. Behind the cold figures are countless stories of personal misery; 723 homicides, 466,018 crimes with violence resulting in injury, and 205,869 domestic burglaries to take just a few examples.

It is crucial that politicians of all parties seek to address this rising level of violence and offer solutions to halt the increase in violent crime. I challenge any Tory to defend the idea that their constituents are best served by a continued squeeze on police budgets, when the number of officers is already at the lowest level for more than 30 years.

This week saw the launch Chris Bryant's Protect The Protectors Private Member’s Bill, which aims to secure greater protections for emergency service workers. It carries on where my attempts in the last parliament left off, and could not come at a more important time. Cuts to the number of police officers on our streets have not only left our communities less safe, but officers themselves are now more vulnerable as well.

As an MP I work closely with the local neighbourhood policing teams in my constituency of Halifax. There is some outstanding work going on to address the underlying causes of crime, to tackle antisocial behaviour, and to build trust and engagement across communities. I am always amazed that neighbourhood police officers seem to know the name of every kid in their patch. However cuts to West Yorkshire Police, which have totalled more than £160m since 2010, have meant that the number of neighbourhood officers in my district has been cut by half in the last year, as the budget squeeze continues and more resources are drawn into counter-terrorism and other specialisms .

Overall, West Yorkshire Police have seen a loss of around 1,200 officers. West Yorkshire Police Federation chairman Nick Smart is clear about the result: "To say it’s had no effect on frontline policing is just a nonsense.” Yet for years the Conservatives have argued just this, with the Prime Minister recently telling MPs that crime was at a record low, and ministers frequently arguing that the changing nature of crime means that the number of officers is a poor measure of police effectiveness. These figures today completely debunk that myth.

Constituents are also increasingly coming to me with concerns that crimes are not investigated once they are reported. Where the police simply do not have the resources to follow-up and attend or investigate crimes, communities lose faith and the criminals grow in confidence.

A frequently overlooked part of this discussion is that the demands on police have increased hugely, often in some unexpected ways. A clear example of this is that cuts in our mental health services have resulted in police officers having to deal with mental health issues in the custody suite. While on shift with the police last year, I saw how an average night included a series of people detained under the Mental Health Act. Due to a lack of specialist beds, vulnerable patients were held in a police cell, or even in the back of a police car, for their own safety. We should all be concerned that the police are becoming a catch-all for the state’s failures.

While the politically charged campaign to restore police numbers is ongoing, Protect The Protectors is seeking to build cross-party support for measures that would offer greater protections to officers immediately. In February, the Police Federation of England and Wales released the results of its latest welfare survey data which suggest that there were more than two million unarmed physical assaults on officers over a 12-month period, and a further 302,842 assaults using a deadly weapon.

This is partly due to an increase in single crewing, which sees officers sent out on their own into often hostile circumstances. Morale in the police has suffered hugely in recent years and almost every front-line officer will be able to recall a time when they were recently assaulted.

If we want to tackle this undeniable rise in violent crime, then a large part of the solution is protecting those who protect us; strengthening the law to keep them from harm where possible, restoring morale by removing the pay cap, and most importantly, increasing their numbers.

Holly Lynch is the MP for Halifax. The Protect the Protectors bill will get its second reading on the Friday 20th October. 

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