Integrated Rail Plan: Northern Powerhouse Area

Debate between Lord Berkeley and Lord Adonis

Thursday 16th December 2021 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, I am pleased that we can have a quick debate about the integrated rail plan this afternoon. My question relates to the capacity and regional capability contained in the plan, particularly for the east-west areas of the north and the Midlands.

I am grateful to the Minister for arranging a Zoom call this morning with Andrew Stephenson MP, the Minister for HS2. We had a useful discussion. I now realise that the IRP appears to be a cut-down version of HS2, with some welcome electrification on the Midland main line and the trans-Pennine route, but which appears not to deal with the capacity issues and the priorities for east-west connectivity, particularly for Liverpool, Manchester, Leeds, Sheffield and Hull.

Therefore, it did not really surprise me when I received a copy of the letter sent from the chair of Transport for the North to the Secretary of State, dated 26 November. It starts:

“I am writing on behalf of the Transport for the North Board to express our collective disappointment and dismay at the inadequacy of the Integrated Rail Plan; the plan as proposed is unacceptable to the North.”


That is a fairly strong statement from a regional authority. One of the issues it goes into is that the plan fails to deal with infrastructure constraints, particularly around Leeds and Manchester, saying that

“the plan is the wrong solution for the whole of the North and does not deliver the long-term transformation required to level up the North’s economy”.

I shall not go on, as it is a very long letter, but it also mentions that Bradford is left out, despite being the seventh largest local authority area in England by population.

I share Transport for the North’s vision to improve the network and make it as good as the network we have in the south-east around London. One can compare against the routes through the capital, Thameslink and Crossrail, once it opens, which serve dozens of routes on each side for seamless journeys. I would give the time of all those journeys, but I do not think we know them. That is what is particularly missing in terms of capacity across the Pennines and east-west services, including from Birmingham to Derby and Nottingham. In particular, there is a lack of not just through services but local services, connecting many of the smaller towns on the way. I do not know whether that matters to the Government, but it should.

I have one particular concern about Manchester, where the plan is to expand the existing planned HS2 station, so that all trains coming on the line reverse before going across the Pennines to Leeds. On page 65, the report justifies having terminus stations by saying that there are many in Europe, for example in Frankfurt, Stuttgart, Zürich, Milan and Rome. It fails to say that all those stations were built probably over 100 years ago, when tunnels were less easy to build. It is also wrong, because the German Government and the German railway company are actually building a through tunnel underneath Stuttgart station. What the Government are proposing is old-fashioned—so be it.

As I said, I welcome the electrification of the Midland main line and the trans-Pennine route. That is a good idea but I point out that a small piece of the HS2 line now planned between Derby and Birmingham is, I think, costed at £11 billion when it would have cost just £2.5 billion to electrify the existing line. The biggest missing issue is that there is nothing in the report about improving the many secondary lines and services in the regions. It is good that Leeds is promised a metro service but I wonder how many decades that will take to come. It is a very good idea, if and when it happens.

On the costs, £96 billion is quoted in the document; it appears that the Government are including HS2 and Network Rail costs in this. It is my calculation that HS2 phases 1 and 2a are going to cost £83 billion to complete. While that has come from whistleblowers and my own estimation, it leaves just £9 billion for the rest of the project, which I hope is wrong. I have to question how much money matters to the Treasury. Many noble Lords will have read an article in the Guardian—I think it was on Monday this week—which said that the Department for Transport was requiring all train operators to prepare plans to cut costs by at least 10%. That is quite critical at this time, when nobody really knows what the forecast of future passengers might be. Has it asked HS2 to do the same? That might be a good thing. With all this, there seems to be very little money left for upgrades, electrification and capacity enhancement because it is all going on HS2.

The other interesting thing is: who will be building and developing all these things? In a series of Written Answers that I received this week, it seems that: Network Rail will be told to upgrade existing lines with help from HS2 to get trains into Leeds; HS2 is going to be building phase 2A and bits in the West Midlands; and there may be a new line for Northern Powerhouse Rail—we are not quite sure where, but I think it stops somewhere at the summit of the Pennines. Where does Great British Railways come into this? Apparently, it has no responsibility for HS2, as I had it from another Written Question some time ago.

Who has the best track record? Network Rail has a very good one on electrification now. It has just completed the Werrington dive-under on the Doncaster line, which is a really good piece of work, if not so cost-effective—

[Lord Adonis (Lab)]

If my noble friend will forgive me, does he think that its record on Great Western electrification is creditable to Network Rail? The costs are running at about four times the projection and it is taking three times as long as it was supposed to.

[Baroness Chisholm of Owlpen (Con)]

My Lords, this is only a one-hour debate and we are quite short on time.

High Speed 2 (Economic Affairs Committee Report)

Debate between Lord Berkeley and Lord Adonis

Thursday 23rd January 2020 Lords Chamber

[Lord Adonis]

My Lords, this is 330 miles-worth of line. If it could all be put in place in one phase, that would be great. However, setting up a project of that size all in one phase would carry huge risks. Again, I hesitate to keep pointing this out to the House, but all of this has been considered: whether there should be one phase of HS2 with 330 miles of line or whether it should be divided.

I want to make a final point—

[Lord Berkeley (Lab)]

My Lords—

[Lord Adonis]

My noble friend will be speaking in a few minutes, so he can make his point in his own speech.

The Mayor of the West Midlands is a Conservative, and a man who I hold in high regard as a former managing director of John Lewis. He has a very strong sense of the economic imperatives driving his great county. He has written to your Lordships, and these are the concluding words of his letter:

“So far the promise of the new high-speed rail link alone has had a transformational impact on the Midlands. Inward investment is increasing, evidenced by the 43% increase in the number of jobs created in 2017/18. On top of this, HS2 has the potential to add £14 billion to the West Midlands economy and support 100,000 jobs in the region. No other planned infrastructure project can come close to that, and if the government is serious about ‘levelling up’ the UK’s regions then HS2 is the place to start.”


I agree with him. HS2 is the place to start, so let us not pull the whole thing up by the roots again and end up doubling or trebling the cost.

Queen’s Speech

Debate between Lord Berkeley and Lord Adonis

Thursday 9th January 2020 Lords Chamber

[Lord Berkeley (Lab)]

I wish the noble Baroness good luck in those five years.

My Lords, I declare an interest as a former chairman of the HS2 review. I will talk about railways and HS2, if I may, in the short time available. I welcome the references in the Queen’s Speech to prioritising investment in infrastructure and giving

“communities more control over how investment is spent so that they can decide what is best for them.”

Ministers have supported that since then. In her opening speech, the Minister made it very clear. She said that you need investment so that people can get to work on time. That is very simple but it is absolutely the core of the whole matter.

I welcome the Government’s commitment to the regions, particularly in transport. This is the first time we have seen that for decades, and it i is pretty good. It needs doing because TransPennine Express has cancelled 40% of its services this month, or during some part of this month. Northern Rail is apparently about to be stripped of its franchises. How can you hold down a job if 40% of your trains on the days on which you want to go to work are cancelled? Who is to blame? It is easy to blame people. The rail operator blames a lack of trains but 400 electric coaches are sitting in sidings funded by the Department for Transport because electrification was cancelled. Those 400 coaches could be operating today. That does not include Crossrail, which is a separate subject for another day. We have got to get our act together. This is about Leeds, Manchester, Liverpool and the north-east. As we know, the result is not good.

I am grateful to my noble friend Lord Griffiths for his positive comments about my HS2 report. I will not go into great detail today as there is not enough time—I will do it another time—but we need to consider how to deal with the poor economic performance in the north and parts of the Midlands and the effect that HS2 may or may not have. Therefore, what are the most important improvements to the rail network in those areas and is HS2 the best way of achieving them? We consulted widely within the review team but we have now got to a cost of £100 billion. HS2 does good things around Crewe and Manchester and Leeds and Sheffield, but is it the right answer further south?

This goes back to the fundamentals of the businesses in those areas. From talking to a lot of people, it is my perception that it is managing directors, and us politicians, who want to get to London more quickly, but the people who work in those businesses want to commute, and they probably commute daily whereas we do it perhaps weekly, or whatever. That is where the money needs to be spent. The Government could commit £50 billion over 20 years really to improve those services. So, Ministers have to answer this question: if HS2 needs £100 billion and regional rail services need £50 billion—if they have £150 billion, then fine, do the lot—which do they prioritise?

[Lord Adonis (Lab)]

My Lords, my noble friend referred to localism and local decision-making but the Mayor of the West Midlands, the Mayor of Greater Manchester and the leader of Leeds City Council are strongly in favour of HS2 continuing. They prioritise it very highly. Does that not weigh with my noble friend?

[Lord Berkeley]

I am aware of those prioritisations. They want both. I have talked to them. However, when I asked them, “Do you want HS2 to get to London quicker or do you want better commuter services?”, they said, after a lot of thinking, that commuter services came first.

[Lord Adonis]

I do not accept that that is correct. If my noble friend asks the Mayor of the West Midlands, he will not find him prioritising other services over HS2.

[Lord Berkeley]

I will conclude. I am grateful to the Economic Affairs Committee, under the great chairmanship of the noble Lord, Lord Forsyth, for its excellent report. I hope that Ministers will read it, if they have not done so already, and I hope that we will have a debate on it. I hope that we will have another opportunity to debate this issue. It really is a question of money: do we have £150 billion or £75 billion? That is the decision for Ministers to make. I will be grateful if, when he winds up, the Minister can give me some idea of when that decision might be made.