High Speed 2 (Scotland)

Lord Evans of Rainow Excerpts

Wednesday 18th April 2012 Westminster Hall

[Lindsay Roy]

My hon. Friend anticipates part of my argument. I will cover that later.

Turning to public sector infrastructure, there has been criticism about Scotland being overdependent on the public sector. Surely a high-speed link to Scotland would enhance the opportunities for the private sector and provide a greater balance within the economy. In essence, if we want to shape the future, we must create it. There is certainly unanimity in Scotland that high-speed rail that reaches the parts that others cannot reach must be a priority—I believe that is called the Heineken factor.

When the Government announced that HS2 would go ahead, a commitment was given to work with the Scottish Government and others on how to improve capacity between north and south. There is overwhelming consensus for HSR in Scotland across the political spectrum, including transport bodies, local, national and multinational businesses, civic society, trade unions and environmental groups. That unity of spirit and purpose stems from clarity about the perceived benefits.

Fundamentally, high-speed rail will bring three dividends to Scotland. First, there is capacity: as well as providing new services for passengers, it will free up space on traditional lines for freight and local passenger trains, reducing delays and congestion. Increased pressure on capacity is already impacting on service reliability and punctuality. Despite the welcome improvements that might be made, there will not be radical improvement on the existing framework. Secondly, high-speed rail would offer huge environmental benefits, because the modal shift from air to rail will dramatically reduce carbon emissions. It would also ensure adequate air slots for planes from the more peripheral parts of the UK, at a time when our airports are experiencing further congestion. In written evidence to the Transport Committee, Transport Scotland and Network Rail stated, significantly, that

“our evidence indicates that the extension of HSR to Scotland would significantly improve the benefit to costs ratio.”

There therefore appear to be huge dividends for the UK as a whole, and a high-speed rail link would also reduce our unhealthy overdependence on oil fuelled transport—a welcome strategic shift that would reduce relative transport costs.

Thirdly, HSR would contribute significantly to stimulating Scotland’s economy and promoting new business growth and regeneration. It would attract inward investment to Scotland, stimulate industry and be a further catalyst to tourism. The central belt contains more than 3.5 million people, a population similar in magnitude to that of the west midlands and Manchester. High-speed connectivity with other major population centres in the UK will be vital to sustain economic activity and promote growth.

Edinburgh is the second most popular destination for tourists from overseas after London, and it hosts a vibrant financial services sector that is the seventh most competitive in Europe. The area is home to a wide array of innovative companies that are investing in research and new technologies such as biotechnology, electronics and renewables. The economy of the Glasgow region accounts for 36% of Scottish exports. Glasgow is the second most popular city in the UK for inward investment, and contains the second largest retail sector. It retains a strong manufacturing base in aerospace, defence and marine industries, and accounts for one in three jobs in the tourism, food and drink and construction sectors.

High-speed rail could play a vital role in making innovative developments in Scotland and ensuring that we champion the business opportunities that we could expect within a new framework. Evidence clearly indicates that the case for high-speed rail in the UK is stronger when Scotland is included. The Scottish Partnership Group, which has representatives from across business, trade unions and the transport industry, reinforces the economic dividends. Iain McMillan from CBI Scotland notes the positive business case for ensuring Scotland’s inclusion in HSR:

“Good transport links and external connectivity to principal markets are vital to Scotland’s economic success. We are encouraged by the report’s focus on ensuring the development of this key infrastructure project, conscious of Scotland’s physical position on the periphery of Europe and the greater consequential need to provide key links to hubs and markets.”

Colin Borland from the Federation of Small Businesses indicates that

“productivity will increase and it will help Scottish businesses to compete.”

Liz Cameron from the Scottish chamber of commerce emphasises that

“we must be beneficiaries, not victims of HSR.”

A host of highly respected companies have added their unqualified support to the extension of HSR to the central belt. They include Dell, Siemens, Barclays and Sistemic, to name but a few. Some 75% of businesses that were recently canvassed were strongly in support of the extension of HS2 to Scotland.

High-speed rail would bring huge economic and environmental benefits to Scotland and the UK, but although there is a strong consensus on the need for HSR, there is, regrettably, huge uncertainty about the future of such a rail link to Scotland. There has been some support for the idea of starting a high-speed link from Scotland at the same time as building from London as a sign of good faith and commitment, but there is a major stumbling block because if Scotland voted for separation, HSR would surely remain on the drawing board. Even if an independent Scotland were to find the resources to finance HSR from Edinburgh or Glasgow to the border, who would pay for the high-speed link from Manchester to Carlisle and beyond? There would be no economic imperative for the UK taxpayer, and no political incentive for UK MPs to extend HS2 beyond Manchester.

[Graham Evans (Weaver Vale) (Con)]

I congratulate the hon. Gentleman on securing the debate and I agree with every word he said. What concerns me is what will happen if the Scottish National party gets its way in Scotland. As a Conservative and Unionist politician, I want a national UK rail network. Is this not a real opportunity for us all to work together? We have had many debates on HS2 in the House, and this is an opportunity for us to ensure that it goes ahead from London to Birmingham to Manchester and to Leeds, and indeed up to Scotland.

[Lindsay Roy]

Absolutely; I could not agree more. HS2 should be a phased programme, hopefully with an accelerated time scale.

The Scottish Minister for Housing and Transport, Keith Brown, is right about the need for HSR to reach Scotland, but he is clearly stronger in economics than in politics. By implication, he concedes that Scotland would become an economic backwater if it becomes a separate nation, and that it could not deliver a vital link to our biggest export market.

Does the Minister accept that political certainty—in so far as that can ever be achieved—is essential to ensure that any future HSR development comes to fruition as quickly as possible? Completion of HS2 is likely to span the lifetime of several Parliaments, and achieving the vision of a high-speed network will require cross-party political support, a clear commitment from the Government about their intention to proceed north of Manchester, and clarity about Scotland’s position on whether it is to become a separate state or remain within the UK. The key question for the UK Government is whether they would invest beyond Manchester and Leeds if Scotland were to become a separate nation.

What recent discussions has the Minister had with the Scottish Government about high-speed rail? Does she accept the various research findings that indicate clearly that connectivity to Scotland would make the UK business case for HSR stronger rather than weaker, because the maximum dividends would occur with the potential modal shift from air to train? Does she agree that HS2 will bring significant economic benefits to Scotland in particular in terms of inward investment, regeneration and tourism? A two-hour journey time from Edinburgh or Glasgow to London is attractive, particularly in terms of the effective use of precious time.

I have already mentioned the view that without HS2 Scotland could become an economic backwater, and I reinforce the point that although upgrading the west coast main line would be helpful in its initial stages, it is not an overall solution to the problems in the system. Indeed, some would argue that that would be merely tinkering with the system and a token gesture.

To conclude, does the Minister agree that what is now required is a commitment and the tenacity to achieve the preferred network in as short a time as possible? That will strengthen our international economic competitiveness, reduce carbon emissions, transform our internal strategic network and meet capacity demands. For too long we have suffered from what I would call vision blight, and we need such a commitment to take things forward. Surely it is not beyond the wit of the UK Government and businesses to work together with other political parties and businesses to turn into reality the vision of an interconnected high-speed rail network that encompasses Scotland and other areas, and provide a commitment to achieve that well before 2033. Given the weight of evidence, I trust that the Minister will confirm her commitment to considering the extension of HS2 in a more appropriate time scale.

Cycling

Lord Evans of Rainow Excerpts

Thursday 23rd February 2012 Westminster Hall

[Dr Huppert]

Local authorities at their best have some fantastic schemes. At their worst they paint a few white lines, which then stop suddenly and do not go anywhere, so we need the right infrastructure. More can be done with a local sustainable transport fund. I want to see that fund grow and I want a clear message from the Minister that schemes with lots of cycling in them are more likely to be successful. We need to increase substantially our national spend on cycling infrastructure, and that would be one way to do it. Local authorities are investing in some of these schemes, but they need to do more. They should also look at other options to increase permeability using things such as contraflow cycle lanes, which we have used safely in Cambridge for many years.

[Graham Evans (Weaver Vale) (Con)]

On local authorities and highways departments, some of the problems I find when cycling on main roads are grids and resurfacing. There may be limited white lines to protect cyclists, but it is amazing how those grids may be sunk into the road and, especially in the evenings, we go over them, they damage the vehicle and—worse—someone comes off.

High-speed Rail

Lord Evans of Rainow Excerpts

Tuesday 10th January 2012 Commons Chamber

[Justine Greening]

No, I am not. We have the HLOS2 process, by which we can consider all such things. Again, I would encourage the hon. Gentleman to look at the Network Rail report, which is very clear-cut about some of the pressures there will be on the midland main line if we do not go ahead with High-Speed 2.

[Graham Evans (Weaver Vale) (Con)]

I am delighted to welcome the Secretary of State’s statement. This is the right decision for the whole country and will tackle the capacity challenge, create jobs in the midlands and the north and equip our economy for the 21st century. Will my right hon. Friend confirm that High Speed 2 will reduce carbon emissions, as well as switching people from road to rail?

[Justine Greening]

We hope that it can. It will result, on average, in about 4.5 million short-haul flights a year and about 9 million road journeys a year transferring to high-speed rail. Both those things will be good for the environment.

High-speed Rail

Lord Evans of Rainow Excerpts

Wednesday 13th July 2011 Westminster Hall

[Graham Evans (Weaver Vale) (Con)]

I congratulate the hon. Member for Clwyd South (Susan Elan Jones) on securing the debate. I have not hidden my full backing for the proposed high-speed rail link, and I certainly cannot be accused of hiding my disdain for some of the bogus arguments made by its opponents, who have now given up even pretending that they are not nimbys. Take the hon. Member for Coventry North West (Mr Robinson), for example, who just this week said:

“There’s nothing wrong with being a Nimby, openly and absolutely.”

However, I do not intend to waste any more time on them.

The last time that we had a debate on this issue in Westminster Hall, I focused on busting the myths of the opponents. In this debate, I shall explain how my constituents and the constituents of the hon. Member for Coventry North West—indeed, all our constituents—will massively benefit from a high-speed rail link between London, Birmingham, Leeds and Manchester. When I say “our constituents”, I really mean our constituents’ children and grandchildren, because this is a long-term decision, not an election gimmick or a vanity project. Most of us in the Chamber will not be around to take the credit when the first high-speed trains arrive in Manchester. This is about taking the right decision now to ensure that our economy can compete in the decades ahead so that the next generation, which has already been saddled with huge levels of debt thanks to the previous Government, is not also stuck with a jammed-up rail network, which would have crippling effects on our international competitiveness. After all, we would not want to run a 21st-century economy on A and B roads when we could build motorways.

All our major global competitors already have high-speed rail lines or are investing in them right now. If we do not go ahead with High Speed 2, we will be left behind. Network Rail estimates that London-Manchester passenger demand will grow by 61% by 2024. It is clear that “upgrading is not enough” and that

“incremental improvements in the existing network are unlikely to be able to keep up with rapidly growing passenger demand”.

That should be a warning to opponents.

[David Mowat]

I want to touch on one quick point that my hon. Friend and others have made in error. They suggest that this is all about Manchester to London, Leeds to London or Edinburgh to London, but it is not—it is about getting to Europe as well. The links to High Speed 1 are fundamental to our communities, and we must not let the debate become polarised so that it focuses only on London.

[Graham Evans]

I am most grateful for my hon. Friend’s intervention and I take his point.

Network Rail is clear about what the solution should be. It says that High Speed 2 “solves the capacity challenge” and that the proposed line would

“deliver a very large increase in capacity, including freeing up capacity on the existing network for freight, more frequent services for cities not served by the high-speed line and increased commuter services.”

That means that the constituents of the most earnest opponents of High Speed 2 will benefit directly from the plans. The point about freight is also crucial. If we are to rebalance our economy, with more northern-based manufacturing—figures show the Government are already making strong progress on that—that will involve demands for additional freight capacity.

High Speed 2 therefore directly benefits a wide range of people, from commuters in Cheshire to manufacturers in Coventry. A lot of flim-flam will be spoken about the business case for high-speed rail by its opponents, but the business case is strong. The estimated benefit to the economy is more than £40 billion pounds.

[Andrea Leadsom]

Will my hon. Friend give way?

[Graham Evans]

No, I need to finish.

More than 40,000 new jobs will be created, with an additional 30,000 jobs created at the ends of the line and around the new stations. The taxpayer will enjoy benefits worth more than double what the project will cost. However, hon. Members should not just take it from me or the Government that the business case is strong. Hundreds of leading businesses across the country back the plans, and Network Rail, having carefully examined all the different options, said that it

“found the business case for a new high speed network was robust.”

[Steve Baker]

Will my hon. Friend give way?

[Graham Evans]

No, I need to finish.

Hon. Members will forgive me if put more stock in the words of Network Rail and Britain’s business leaders than in those of, say, the South Northants Action Group Against HS2. High Speed 2 will help to deliver economic growth.

[Andrea Leadsom]

Will my hon. Friend give way?

[Graham Evans]

No; I am sorry, but I need to finish. My hon. Friend should have come earlier.

High Speed 2 will deliver low-carbon economic growth, dramatically reducing the demand for domestic flights and shifting 6 million journeys from aviation to rail. Finally, let me try to humanise the benefits. In the previous debate, I talked about how High Speed 2 will give businesses and families—

[Mr James Gray (in the Chair)]

Order. I call Andrew Gwynne.

McNulty Report and West Coast Rail

Lord Evans of Rainow Excerpts

Thursday 19th May 2011 Commons Chamber

[Mr Hammond]

I am not. I think the hon. Gentleman suffers from the disease—which I have noticed is quite widespread—of taking a rose-tinted retrospective view of British Rail. People were quick enough to criticise and complain about British Rail’s performance when it was operating; now, at 15 years’ distance, that era suddenly appears to have been some halcyon period of British excellence. The hon. Gentleman is right that British Rail operated the railway on a shoestring at relatively low cost, but in doing so it built up a tremendous legacy of under-investment and disregard for safety risk, the terrible consequences of which we saw only too clearly in the late 1990s and the early years of this century.

[Graham Evans (Weaver Vale) (Con)]

I welcome this report and the associated cost reductions on the west coast main line. We can learn from this report, so will my right hon. Friend please ensure that the forecast build and running costs for High Speed 2 are not exaggerated?

[Mr Hammond]

Yes. The High Speed 2 business case and the build and running costs put forward in the consultation document incorporate the Treasury’s generous additional percentages for risk and optimism bias—with as much as 60% added to the basic costs in some cases—to address the very concern that my hon. Friend outlines.

High-Speed Rail

Lord Evans of Rainow Excerpts

Thursday 31st March 2011 Westminster Hall

[Andrea Leadsom (South Northamptonshire) (Con)]

It is a pleasure to serve under your chairmanship today, Mr Walker. I am delighted to see so many right hon. and hon. Members in this Chamber. I would particularly like to mention my hon. Friends the Members for Lichfield (Michael Fabricant), for Kenilworth and Southam (Jeremy Wright) and my right hon. Friend the Member for Uxbridge and South Ruislip (Mr Randall), who are present today.

I am sick to the back teeth about the way in which the debate on high-speed rail is being trivialised into the nimbys versus business recovery, the poverty-stricken north versus the privileged south, and the commuter versus the community. The debate about high-speed rail should be about how best to deliver the transport infrastructure that Britain desperately needs to ensure a rebalancing of our economy, with prospects for private sector recovery coming from all parts of the UK and not just the dominant south-east.

High-speed rail will be an eye-wateringly expensive project, costing at least as much as the renewal of Trident. It is crucial that a project that would cost each family in Britain £1,000 is properly scrutinised to deliver not just the benefits of extra capacity, but the value for money that taxpayers are entitled to expect. I will make the case that high-speed rail does not deliver value for money. That is not a nimby perspective. I have spent 23 years in banking and finance, including in project finance. I do not believe that the economic case stacks up and I am certainly not alone in that view.

My hon. Friend the Member for Chichester (Mr Tyrie), Chairman of the Treasury Committee, gave a speech immediately following the Budget. He said:

“In our efforts to return to sustained growth, we need to make the best use of every pound invested in our public services. Another example of the need to make sure we have coherence in growth policy has been put to me by colleagues on both sides of the House. They have asked whether spending £17 billion on a high-speed rail link is better use of the money than investing in modern rolling stock and improving the existing tracks.”—[Official Report, 23 March 2011; Vol. 525, c. 973.]

That is precisely the question that Parliament needs to debate and resolve. Others who question high-speed rail, and whom, I feel sure, could not be accused of nimbyism, include the TaxPayers’ Alliance, the Adam Smith Institute, the Institute of Economic Affairs, Friends of the Earth, the Sustainable Development Commission, rail experts and the Countryside Alliance. So let us have a proper debate today and acknowledge that all who speak here are in favour of the central goal of achieving better transport infrastructure, in support of rebalancing our economy and a private sector-led recovery.

[Graham Evans (Weaver Vale) (Con)]

All three major parties had HS2 in their manifestos, including the party for which my hon. Friend stood. Why is she choosing this moment to put these points forward, rather than before the general election?

[Andrea Leadsom]

I thank my hon. Friend for those remarks. Ever since Lord Adonis introduced the proposal, I have opposed it, as I am sure my right hon. Friend the Minister will recall.

--- Later in debate ---

[Mr Robinson]

We have suddenly gone from finding rolling stock available to having to purchase it. The change is not justified; it is not even spelled out. People will have their houses razed and they will suffer enormously. Every taxpayer will have to pay well over £1,000 towards HS2, but there is no real justification for this project yet.

If the Department is serious, if it wants to get back some credibility with those who look at these issues and if it wants to justify a real national case to people, including some in my constituency, as well as citizens elsewhere in Coventry and in Stoke, who will simply be bypassed and have a much worse service from HS2—businesses in Coventry will be adamantly against it, and those in Leeds and Manchester can no doubt be brought to say that they are, too—the least it can do is set up a proper inquiry into the business case for HS2 and explain why RP2 would not be a far better alternative or, at the very minimum, a valid alternative.

Conversations with Centro have made it clear that we need the added capacity, and no one in the debate has any doubt that HS2 would provide it, but at what cost? It will cost £18 billion to Birmingham and £30 billion to Manchester and Leeds. The cost per job created will be £600,000, which is monstrous. It has been said that that is about four times more than a normal job, for which the cost is £150,000, but even that figure is a gross exaggeration, and infrastructure projects can create jobs elsewhere in the economy at a much lower cost. The figure of £600,000 is mind-blowing.

Incidentally, I cannot imagine where the Treasury is on this. It has never been known to be terribly favourable to transport projects—on the contrary. It is also notorious for cutting waste and stopping projects that do not have a proper financial justification. How has the Department managed to convince the Prime Minister and now the Chancellor that it is in favour of the project? I cannot imagine why the Treasury has not stopped it. The only reason can be that the Government need something to explain why they have come out—this was purely for electoral reasons—against the development of Heathrow.

[Graham Evans]

Perhaps the fact that the Chancellor is a northern MP has something to do with that. However, on the previous point, Lord Adonis said that the likes of Rail Package 2 would be a classic British compromise and a mistake.

--- Later in debate ---

[Graham Evans (Weaver Vale) (Con)]

I am grateful to you, Mr Walker, for calling me to speak. It is a pleasure to serve under your chairmanship.

First, I want to congratulate my hon. Friend the Member for South Northamptonshire (Andrea Leadsom) on securing this debate. I know that this issue is a major concern for her constituents and she is an extremely diligent campaigner who serves them well. I also regard her as a much-valued colleague.

I have been very keen to have the opportunity to debate the plans for high-speed rail. Indeed, just last month I called for this debate so that Members would have the chance to take on the misinformation that has been spread by the alliance of luddites and nimbys who oppose the plans. It appears that my comments sparked outrage in some quarters and I am truly sorry for that. I did not intend to cause offence. My only aim was to describe accurately the opponents of High Speed 2 and I firmly believe that my description of them was accurate.

That belief was compounded after I was bombarded by letters from furious people. Curiously enough, they all live very near to the proposed route for HS2 and many of them wore the “nimby” label unashamedly and with pride. Having said that, my favourite of those letters said:

“I am not a nimby, I just don’t want a railway line built near my house.”

Other letters suggested that northerners should be grateful that they already have a railway line and a motorway, and should stop complaining.

I could joke all day about the ridiculous comments made by nimbys, but on a serious note it is worrying when a very small group of people from a tiny slither of one of the wealthiest areas in the country seeks to thwart a major infrastructure project that would be of huge benefit to the whole country and that was a manifesto promise of all three main parties, which received a combined 88% share of the vote at the general election.

The nimbys are attempting to thwart the project by peddling a series of myths. First, they are trying to present the debate about high-speed rail as a false choice. They claim that, instead of funding HS2, we should focus on improving rail capacity, but the high-speed rail link will free up capacity for existing commuter lines and, crucially, for freight on a network that is already overstretched. Network Rail supports the plans for that reason, saying:

“HS2 solves the capacity challenge”.

That leads me neatly to the second myth, that doing nothing is an option. Our key rail routes are expected to be completely full in the next 20 years. Our international competitors are already ahead of the game and have invested heavily in high-speed rail. If we do not act now, we will be left behind and the long-term effects on our global competitiveness could be devastating.

Thirdly and most importantly for our nimby friends, let us deal with the myth that the proposals for high-speed rail will lead to the destruction of the countryside. The Government have rightly gone to considerable lengths to reduce noise and to minimise the number of properties that will be affected by the route. In total, 340 properties will be affected, 216 of which are in central London. Only 10 properties will suffer from high noise levels.

Next, let me answer those who claim that the business case has yet to be made for high-speed rail, despite conservative estimates that the project will have initial economic benefits of £43 billion and will create 40,000 jobs. I have already touched on the importance of high-speed rail to our international competitiveness, which is very hard to quantify. However, the benefits to businesses based in my constituency and the rest of the north are very clear.

[Dan Byles]

Does my hon. Friend accept that, in less than 12 months, the new business case has already halved the estimated economic benefit and that that does not give us a great deal of confidence in the business case as it stands, including the figures that he cites?

[Graham Evans]

I am most grateful to my hon. Friend for his intervention. Varying and conflicting figures are bandied around, but there is a fundamental issue that was mentioned earlier. These train stations will not be built and these train lines will not reach my constituency until the 2020s. I have a young family and I am thinking of the futures of my children and my children’s children. It is very important that we make these very difficult decisions now. We could argue all day about conflicting figures, but it is very important that we push ahead with this project, which is important for our country’s future, including that of our children and our children’s children.

High-speed rail gives businesses the gift of time. Anyone who has a business background, as I do, knows the truth of the old saying, “Time is money”. In this case, that means more than slashing travel times to less than 80 minutes between Manchester and London. Neil Stephenson, the chief executive of a Newcastle-based IT firm, put it best in a recent article. He wrote:

“The failure of Britain’s transport system translates into missed meetings, unexpected overnight stays, disappointed customers and frazzled staff. A quick, cheap, reliable train service means I can build a customer base in places our employees couldn’t previously service without expensive hotel bills and missed night-time stories for their kids. And it means I can recruit from the high-end IT talent pools of London. These are tangible benefits that will help me build my business.”

[Angie Bray]

Would the business case for high-speed rail be even better for some of the businesses up north if there was a stop on the main route at Heathrow? Part of the case that is made for extending high-speed rail up to the north is that business men who want to travel abroad and need to get to Heathrow could go on a train rather than a plane. Therefore, would it not be sensible and would it not make the business case even more persuasive if Heathrow was on the main route, which of course it was in some of the alternative proposals?

[Graham Evans]

I am most grateful to my hon. Friend for that very good point, but perhaps the Minister can answer her question in her summing-up.

[Several hon. Members]

rose—

[Graham Evans]

If I may, I will make progress. I am keen to keep to the six-minute limit that the Chairman suggested, so that colleagues can have their say.

[Chris White (Warwick and Leamington) (Con)]

Will my hon. Friend give way very briefly?

[Graham Evans]

Okay. My hon. Friend has persuaded me.

[Chris White]

I thank my hon. Friend. He mentioned the business man in the north who wants to recruit high-quality IT talent. Does he not think that that high-quality IT talent might be using the internet rather than wanting £34 billion of money to be spent on high-speed rail infrastructure?

[Graham Evans]

Well, I am sorry that I gave way to my hon. Friend. [Laughter.] I can only go on what business men in the north of England are saying and it is true that markets in the south-east of England should be open to the whole of the UK. That is why many high-profile business leaders have backed high-speed rail and why it will help to reduce the north-south divide. My colleague from Yorkshire, my hon. Friend the Member for Calder Valley (Craig Whittaker), is no longer in his place but he made that point earlier.

There are many reasons why the south is more prosperous than the north, but one of the most obvious is the south’s proximity to our major trading markets in Europe. High-speed rail allows us to close that gap between north and south, and to bring our country closer together. I am therefore very proud to support the Government’s high-speed rail plans and I also praise the previous Labour Government and Lord Adonis in particular for the important steps that they took.

Having said that, I am increasingly concerned about the current Labour party and its position on HS2. The shadow Transport spokesman, the hon. Member for Garston and Halewood (Maria Eagle), has indicated that HS2 has been dumped by Labour, along with every other policy now that Labour has started again with “a blank piece of paper”. Last week the deputy Leader of the Opposition, the right hon. and learned Member for Camberwell and Peckham (Ms Harman), said that most of Labour’s cuts would come from holding back on capital investment. Some clarification is urgently required. If Labour were to oppose this once-in-a-lifetime investment in the north, I know that my constituents would never forgive them.

Let me conclude by saying that railways have always been a crucial part of Britain’s economic prosperity. They drove the massive growth in living standards during the 19th century and created new opportunities for people from every corner of our country, but even then small-minded obstructionists stood in the way of progress who were not too dissimilar to those we have today. The ladies of Cranford eventually came round to the idea of the railway. I hope that the opponents of high-speed rail will also see the light some day, as our future economic competitiveness depends on high-speed rail.

[Mr Charles Walker (in the Chair)]

It is very polite of you, colleagues, to take interventions, but if you continue to do so, you will deny other colleagues the opportunity to speak.