High-speed Rail

Andrew Gwynne Excerpts

Wednesday 13th July 2011 Westminster Hall

[Andrew Gwynne (Denton and Reddish) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Gray. I congratulate my hon. Friend the Member for Clwyd South (Susan Elan Jones) on securing the debate and on putting her case. She added a distinctively Welsh dimension to the debate on high-speed rail. As someone who studied at college in north-east Wales, and who travelled weekly from the Shotton and Wrexham stations to Manchester for a good three years, I fully understand the issues she raised about connectivity, particularly with north-west England.

Across the world, our major competitors are investing in high-speed rail, and it is important that Britain is not left behind in the race for faster connectivity. As my hon. Friend said, the prospect of bringing our major cities closer together brings with it the potential to boost investment and economic growth in the regions of England—and particularly in the north of England—Scotland and Wales.

During its period in government, the Labour party began the process of moving Britain into the high-speed age. Through electrification, more advanced trains and investment in new technology, we cut journey times on our major inter-city routes. Where there was a need for a new line, we delivered it, constructing the first major new railway for more than 100 years, between London and the channel tunnel.

Before we left office, we began to plan the next stages of the process of moving our rail network into its high-speed future. We prepared for the next phase of electrification and the procurement of the new generation of more advanced inter-city trains. We began to work with Network Rail to identify the next priorities for investment to increase capacity and reduce journey times, such as the northern hub proposal.

We therefore welcome the Government’s decision to take forward much of the electrification that we planned, although we are disappointed at the decision not to stick to our commitment to electrify the final part of the great western main line between Cardiff and Swansea. A commitment should also have been made to ensuring that the midland main line is the next important priority for electrification. We also welcome the decision to proceed with the inter-city express programme following the further review carried out by the Secretary of State, although we still have to hear an adequate explanation of why the number of new trains has been scaled back so considerably.

Of course, Labour Members also welcome the Government’s decision to continue to plan for the new high-speed line that is proposed to address the capacity issues on the west coast main line, which will get worse in later years, as we have heard from the hon. Members for Northampton South (Mr Binley), for Lancaster and Fleetwood (Eric Ollerenshaw), for Pudsey (Stuart Andrew) and for Weaver Vale (Graham Evans). Within the next 20 years, the average long-distance west coast main line train is projected to be 80% full and routinely to have very severe overcrowding for much of the time. The new line will also bring reductions in journey times.

We welcome the Government’s decision to drop their pre-election insistence that passengers should have to go via Manchester to get to Leeds, which the hon. Member for Pudsey mentioned. We also welcome the alterations that have been made to the route to do more to mitigate the scheme’s impact on local communities and the environment, although there is still concern about the impact of the new line, and that needs to be addressed.

Thanks to the decision to take only the powers needed for the route from London to Birmingham, there is considerable scepticism about the Government’s commitment to take a new line further north. Labour’s plan was always to have one hybrid Bill for the entire new Y-shaped line. Of course, that would have meant that the Bill was delayed—perhaps by a year—but it would have saved considerable parliamentary time across the project. I therefore urge the Minister, as I did in a previous contribution, to think again about that.

The Minister cannot be surprised at the scepticism that exists, when even her own MPs are giving the game away about the true reason for the Government’s conversion to high speed. Only yesterday, writing on ConservativeHome, the hon. Member for Cities of London and Westminster (Mr Field), who was here for the debate earlier, said:

“Indeed, the genesis of the project was a response to relentless business criticism of the Party’s decision to oppose a third runway at Heathrow. HS2 allowed the Conservatives in Opposition to cloak itself in a visionary, environmentally friendly, long-term transport policy.”

That suggests that, for the Government, the policy is not necessarily about narrowing the north-south divide, but a fig leaf for their lack of an aviation policy and, I might even add, a growth policy.

In contrast, the Labour party’s support for increasing speed and capacity is something we delivered on in government and is rooted in our genuine commitment to the rail network. It is vital that we think it terms of a single high-speed rail network across Britain, and that we achieve reduced journey times and increased capacity through a programme of electrification, new advanced trains and new lines, where that is the best way to address capacity issues.

In the policy review we are carrying out, we are looking at what the future strategy should be for rail in Britain as a whole. It makes no sense to look at proposed new lines in isolation or to preclude them from our review. A number of issues are being raised with us as part of our review, and the same is no doubt true of the Government’s consultation. I would therefore welcome the Minister’s response to a number of those issues.

First, there is considerable concern that any new lines should be fully integrated into the existing rail network. We must ensure that we can maximise the benefits of the proposed new lines, with rail all over the country and with major London projects such as Crossrail and Thameslink.

There is a view that the precise alignment of the route the Government have chosen is driven very much by the very high top speeds proposed for the new line. That speed is considerably above that on high-speed lines in use across the world, and some countries—notably China—are even slowing down their high-speed trains to address cost, energy use, safety and environmental concerns. Some believe that the need for the route to go through a sensitive part of the Chilterns is entirely down to the speed calculations that have been made. It would be helpful if we had some clarity on that.

[Andrea Leadsom]

Do the Opposition intend to respond to the consultation by 29 July?

[Andrew Gwynne]

The Opposition will take full part in all these debates, I assure the hon. Lady of that.

There is widespread incredulity at the fact that the cost of actually using the new lines does not feature at all in the current consultation, when, surely, that is a critical factor. If the whole point is that passengers will make the switch from the existing lines to reduce overcrowding on them, how can any assessment have been made of the likelihood of that happening without any knowledge of the likely difference in ticket price between the two lines? We know that it costs more to travel on High Speed 1 than on other services along that route, and there is no reason to believe that the proposed new line will be any different. Speaking of HS1, the Secretary of State for Transport announced in an interview in the Financial Times a few days ago that, just as with HS1, he proposes to sell the new line even before it has been built—something I would have hoped he might announce to Parliament.

A further issue that comes up frequently in our policy review is the decision not to join up the new line to Heathrow from the start, as my hon. Friend the Member for Hayes and Harlington (John McDonnell) suggested. That is of course our only major hub airport. In opposition the Minister said that

“failing to take HSR through Heathrow would be a big mistake”.

Instead, what is proposed is an expensive further spur to be built at a later date.

Not surprisingly, the cost of the scheme continues to cause concern. It has previously been acknowledged that the construction costs for major projects in the UK are significantly higher than for comparable projects elsewhere in Europe. It is vital that the Government work with Infrastructure UK to find ways to ensure that the cost to the taxpayer of the scheme is kept under control.

Finally, I repeat the concern already raised that the proposed hybrid Bill includes only part of the new line. Surely one hybrid Bill on high speed is enough.

Rail is thriving in Britain. More people are travelling than at any time since the 1920s. There are 1.3 billion journeys by train every year, and predictions of a doubling of that figure in 30 years. Increased capacity and continuing reductions in journey times are essential to the continuation of such success. That is why we made great strides towards high-speed rail in government, and why the debate about how any new lines that are needed are delivered is so important.