HS2

Baroness Randerson Excerpts

Wednesday 11th March 2020 Lords Chamber

[Baroness Randerson (LD)]

My Lords, of course HS2 should be built, but it must be HS2 as a whole—the full route—and it must continue through to Scotland, which we hope will still be part of the United Kingdom by the time that gets done.

There is a three-pronged argument for HS2. The first argument is that of levelling up the prosperity of the north. Secondly, there is the environmental argument. In 2018, the transport sector accounted for 33% of all CO₂ emissions in our country, and most of that came from road transport. Electrified rail is significantly cleaner than road, air or sea traffic. Research by Greenguage 21 on behalf of the Campaign to Protect Rural England, the Campaign for Better Transport and the RSPB showed that HS2 emissions per journey will be 73% lower than for those by road or air.

Thirdly, of course, there is the capacity argument: existing routes are full and getting fuller. As far back as 2014, 26% of morning peak trains on this route arriving in London were over capacity. We need a new long-distance, high-speed line to free up existing lines for commuters on shorter routes.

HS2 has been under sustained attack, and despite the positive response of the Oakervee review, the project is still subject to scrutiny, as the noble Lord, Lord Adonis, set out. The aim is largely to reduce costs—that is scrutiny—but there is environmental criticism as well. However, any attempt to reduce costs is likely to involve changes to the features specified in this debate: the route, the speed or the station locations. Critics of HS2 have often concentrated on the apparently poor cost-benefit ratio showing a poor business case for HS2. My noble friend Lady Kramer, in the debate we had following the publication of the Oakervee review, exposed how narrow that cost-benefit analysis actually is. There have been criticisms for years of the way in which we do our transport cost-benefit analysis. The analyses of rail schemes do not take into account the regeneration potential of such schemes. It is time for the Government to move on and adopt a new means of analysis so that we take account of potential regeneration. Other countries do so when planning their infrastructure, and we should be doing this on a firmer basis.

The danger is that any attempt to reduce the costs of HS2 will take the easy solution and simply curtail the route, but Northern Powerhouse Rail’s plans are designed to integrate with HS2. One is dependent on the other, so that is not an option. Only by building the full route will we maximise the potential of HS2 to, for example, replace internal flights. Not only will emissions be 76% lower than those of an internal flight but it will also be able to compete on journey time and cost. There are examples on the continent of rail replacing flights very effectively where high-speed lines have been built.

We can find plenty of European examples of high-speed rail regenerating cities and creating jobs, such as Lille, Lyon and Zaragoza. In the UK, our one high-speed line—the short stretch of HS1—has had a catalytic role in enabling regeneration around its stations. It has been an all-round success, with reduced journey times, increased capacity, reduced overcrowding, improved punctuality and reliability and the encouragement of a modal shift from car to rail.

I want to address the specific issues set out in the title of this debate: the speed, the stations and the route. First, speed costs money. HS2 is designed to travel at 400 kilometres per hour, but this costs a lot of money. Compare that with, for example, the speed of 325 kilometres per hour achieved on the TGV. Evidence to the Economic Affairs Committee suggested that reducing the speed would reduce the costs by £1.25 billion and the benefits by £6 billion. I do not know whether that is 100% accurate, but even if it is generally in the right ballpark, it is difficult to justify much reduction in speed unless you can be absolutely sure that there will be a significant reduction in cost.

There are some really controversial issues to do with the stations. It is worth pointing out that most high-speed lines in other countries do not link into the centre of the capital city. I have always believed that using Old Oak Common as a terminus is a reasonable approach, certainly in the early years. It would reduce the amount of disruption in the Euston area and the cost of regenerating that station. Some £2 billion of the increased cost of HS2 is due to the increased cost allocated for Euston station alone. Of course, the capacity of Old Oak Common would have to be increased beyond what is planned at the moment. The original reason for the Euston link was to link with HS1, but that direct link has already been abandoned, so that is one argument down for continuing the concept of building the Euston station interchange immediately.

I would like to put in a quick word for the Crewe link. On behalf of the people of north and mid Wales, I am very keen indeed that that link is maintained. It is important that every nation of Great Britain benefits from HS2. That link to Crewe is essential for railway efficiency in north and mid Wales.

[Lord Berkeley of Knighton (CB)]

Hear, hear.

[Baroness Randerson]

I am very pleased to hear that support from the Chamber. Can the Minister tell us whether final decisions have been made about the Sheffield station? I remember there was a huge debate about its location, and I have not heard the resolution on that.

The noble Baroness, Lady Bennett, referred to the importance of being prepared to change the route. It is important to bear in mind that significant changes have already been made, with many miles of tunnelling having been introduced as a result of the work of environmental campaigners. That is an extremely good success story. However, the costs of tunnelling are much greater than those of building on the surface.

In conclusion, I believe we need to get on with this. We lag badly behind other countries on high-speed rail. I suggest that the Government take the advice of the Institution of Civil Engineers to work closely with rail industries in France, Spain and Germany, where there have been hugely successful high-speed lines. I fundamentally disagree with the noble Baroness, Lady Bennett. We has to take the umbrella approach to the environment and take the view that we have to preserve the integrity of the environment as a whole. Only by building an environmentally efficient, modern railway line will we get people out of their cars, off planes and on to the trains.