End of the line? Photo: Getty
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What's wrong with Britain's railways?

The coalition government have no plan for Britain's railways - the only way to change their future is to change the government.
 

To watch ministers promise a Northern transport ‘revolution’ you could be forgiven for thinking that the Government has a record of untrammelled success. The truth is very different: evening fares have been hiked by up to 162%, modern trains have been transferred from overcrowded routes in the North to Oxfordshire and the only new funding announced last week was for a further study.

On top of these setbacks, there is another story that the government is desperate to keep quiet.  While George Osborne gives his best impression of a man scattering largesse on the North, in reality, the Government’s rail investment plans are falling apart.

Across the network, budgets are being stretched to breaking point as projects are delayed or cut back. The problems are especially acute on the electrification programme. The estimated cost of electrifying the Great Western Main Line has more than trebled from £548 million in 2011 to £1.7 billion in December 2014, and the Transport Select Committee recently warned that other electrification plans ‘should not be put at risk due to the projected overspend on the Great Western Main Line.’

The Great Western project is reportedly delayed by over a year, and – as Labour first warned in May 2014 – a new generation of ‘Intercity Express Programme’ trains could be left without electrified tracks to run on. In that situation yet more taxpayers’ money would be wasted, as the Government would have to pay compensation to the private consortium that has delivered the new trains.

Lib Dem and Tory ministers used to claim that they would electrify 850 miles of rail track by 2019, but at least 200 of those miles have been quietly delayed beyond that date, and only 18 miles (or 2%) of the Government’s target had actually been completed by the end of last year. For all the warm words about improving East-West transport, electrification of the North TransPennine route from Manchester to Leeds has now slipped into the ‘early 2020s.’ A key component of the Northern Hub project – a new section of track directly linking Manchester Piccadilly and Manchester Victoria - is also set to be pushed back, due to the Department for Transport’s failure to reach a decision on whether to award planning permission.

The situation is far worse that the government admits, and there are indications that it is deteriorating further. It is an open secret in the rail industry that hard words have been exchanged in private between Ministers and Network Rail, and in November Network Rail started to compile a list ‘of those items/projects that would be stopped or refused in order to live within the capital constraints.’

Why has this happened? Network Rail has serious questions to answer but make no mistake – Ministers are directly accountable for the scandal that is now unfolding. Two years were wasted after the last election as major projects were put on hold, and as a consequence, according to the Regulator, most of the schemes announced in 2012 were based on ‘limited development work.’ As the Transport Select Committee succinctly put it: ‘key rail enhancement projects—such as electrification in the North and North West of England—have been announced by Ministers without Network Rail having a clear estimate of what the projects will cost, leading to uncertainty about whether the projects will be delivered on time, or at all.’

It is now apparent that ministers grossly underestimated the cost and challenges of their plans for upgrading our existing Victorian lines (in contrast to the record of new-build projects like HS1 and Crossrail). Reforming the way we evaluate major infrastructure projects could have avoided many of the problems we are now facing, and which is why we need a better plan for improving the railways.

After 1997 Labour invested more in the railways, in real terms, than any previous government. We finally addressed decades of underinvestment and tackled the appalling safety problems created by the Tory disaster that was Railtrack. We have a record to be proud of, and the next Labour government is committed to legislating for an independent National Infrastructure Commission and reforming the railways to put passengers first and secure value for money for the taxpayer. It’s clear that passengers need a change of government to get the railways back on track. 

Lilian Greenwood is Labour MP for Nottingham South. She was formerly shadow secretary of state for Transport. 

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It's not WhatsApp that was at fault in the Westminster attacks. It's our prisons

Britain's criminal justice system neither deterred nor rehabilitated Khalid Masood, and may even have facilitated his radicalisation. 

The dust has settled, the evidence has been collected and the government has decided who is to blame for the attack on Westminster. That’s right, its WhatsApp and their end-to-end encryption of messages. Amber Rudd, the Home Secretary, wants tech companies to install a backdoor into messages like these that the government can then access.

There are a couple of problems here, not least that Adrian Russell aka Khalid Masood was known to the security services but considered to be low-risk. Even if the government had had the ability to gain entry to his WhatsApp, they wouldn’t have used it. Then there’s the fact that end-to-end encryption doesn’t just protect criminals and terrorists – it protects users from criminals and terrorists. Any backdoor will be vulnerable to attack, not only from our own government and foreign powers, but by non-state actors including fraudsters, and other terrorists.

(I’m parking, also, the question of whether these are powers that should be handed to any government in perpetuity, particularly one in a country like Britain’s, where near-unchecked power is handed to the executive as long as it has a parliamentary majority.)

But the biggest problem is that there is an obvious area where government policy failed in the case of Masood: Britain’s prisons system.

Masood acted alone though it’s not yet clear if he was merely inspired by international jihadism – that is, he read news reports, watched their videos on social media and came up with the plan himself – or he was “enabled” – that is, he sought out and received help on how to plan his attack from the self-styled Islamic State.

But what we know for certain is that he was, as is a recurring feature of the “radicalisation journey”, in possession of a string of minor convictions from 1982 to 2002 and that he served jail time. As the point of having prisons is surely to deter both would-be offenders and rehabilitate its current occupants so they don’t offend again, Masood’s act of terror is an open-and-shut case of failure in the prison system. Not only he did prison fail to prevent him committing further crimes, he went on to commit one very major crime.  That he appears to have been radicalised in prison only compounds the failure.

The sad thing is that not so very long ago a Secretary of State at the Ministry of Justice was thinking seriously about prison and re-offending. While there was room to critique some of Michael Gove’s solutions to that problem, they were all a hell of a lot better than “let’s ban WhatsApp”. 

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