High Speed 2

Andrea Leadsom Excerpts

Tuesday 14th January 2014 Westminster Hall

[Sheila Gilmore]

Personally, I would like to see it starting at both ends. I would be interested to learn the proposals of the Scottish Government to assist in achieving that within the powers that they have.

A number of objections are made to the arguments about capacity. Some people argue that the high rate of growth in long-distance travel—it has been about 4.8% a year—will not continue, but that is unlikely, given the patterns we have seen. The factors that are pushing people away from their cars and on to trains—high petrol prices and congested roads—are unlikely to change any time soon. Any type of sustained economic growth, which we all say we want, is likely to push demand for long-distance travel up further, not reduce it. On top of that, there are the predictions for growth in our population, which are now well established.

[Andrea Leadsom (South Northamptonshire) (Con)]

Since the hon. Lady agrees that High Speed 2 is about capacity not speed, what assessment has she made of the difference in cost between going at high speed across floodplains, with tunnelling and the like through and across environmentally sensitive areas, versus the cost of going at a slightly lower speed around the problematic natural areas within England and Scotland that the HS2 link will have to go through?

[Sheila Gilmore]

I understand the hon. Lady’s concerns, but if we are to make a serious step change in our rail investment, this scheme is the appropriate route to take.

The other point that some people have raised about capacity is that some inter-city trains operating at peak times—those operating in and out of Euston, for example—are not actually full and we should use that capacity before building a new line. However, on present patterns, it is likely that that capacity will be used up by the time the new line is built. London Midland trains, for example, which serve many commuter towns on the west coast main line, are already full to bursting and room must be created for trains to serve those destinations. Upgrading the west coast main line would be difficult and disruptive and would not provide the other benefits.

Some people have argued that HS2 would not release useful capacity around Birmingham, Manchester and Leeds. Existing services will still be needed in some places, but those trains will be able to stop at intermediate stations. The lines will remain and the trains will be able to stop at more intermediate stations without holding up longer-distance travellers, giving a substantial boost to regional connectivity. For example, stations between Coventry and Birmingham New Street would stand to gain more services.

We could tackle commuter demand at the southern end of the west coast main line by building more cross-rails. One is being built at the moment and another is planned. I am not saying that those schemes are not helpful, but if such an approach continues it will exacerbate many of the problems created by London’s dominance and would not help economic growth in other parts of the country. People often suggest that other schemes could achieve that, but no one has come up with firm proposals in which we can have confidence. The main transport corridor between Newcastle, Leeds, Manchester and Liverpool—the trans-Pennine route—is already being electrified and will provide that greater connectivity, which is good. This is not a matter of either/or.

The other argument that is often raised is that the business case is not sufficiently strong. Perhaps one of the biggest arguments is about the use of time and the value that is placed on that. People say that in the modern age people can work on trains so there is not the same value to be gained from speeding up journey times, but that does not make up for the fact that it is even more valuable if staff can arrive at their destination and return in a shorter time. Although the cost-benefit ratio is low compared with smaller projects—some people have suggested that road bypasses have a much higher cost-benefit ratio—we cannot build a whole network with small projects. As large projects go, HS2 is relatively good value for money.

There are wider economic benefits that are not always captured in the business case. One argument that I have already addressed but want to talk about a bit more is that HS2 will be a disbenefit to the midlands, the north and other parts of the UK. Examples sometimes cited from Europe are that high-speed rail there has not benefited the places to which it goes. What matters is whether the project connects significant population centres.