High-speed Rail

Chris Ruane Excerpts

Wednesday 13th July 2011 Westminster Hall

[Susan Elan Jones]

I have considerable sympathy for that view, but the difference is that the hon. Member for Cities of London and Westminster (Mr Field) does not aspire to be Secretary of State for Wales—

[Chris Ruane (Vale of Clwyd) (Lab)]

Not yet.

[Susan Elan Jones]

Indeed.

There is a conflict here. I understand that people are likely, as they are entitled, to complain about local developments to which they are opposed, but we need our Government to take a broader national view, and Wales certainly needs a Secretary of State who will do better. That is why I am here to make the case for high-speed rail, and specifically the Welsh case, because I fear that it is not being made by the person whose job it is to do so.

The official ministerial answers on the benefits of HS2 for Wales may be missing, but there is plenty of evidence from elsewhere in Europe with which hon. Members can form their own opinion, such as the case of Lille. In the early 1990s, the French Government chose to divert their high-speed TGV line through Lille, as opposed to using a more direct route through Amiens, because of high unemployment and post-industrial decline in that area.

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[Susan Elan Jones]

I certainly agree with the hon. Lady. The project will also make her journeys to Wrexham quicker, which I believe is her old home.

[Chris Ruane]

The interventions we have had across the piece seem to show that there is a national consensus for this 21st-century rail project to go ahead. Why does my hon. Friend think there is a delay? Is the reason political?

[Susan Elan Jones]

I would hope not. On HS2, the 2008 Atkins report concluded that a high-speed rail network would deliver more than £60 billion-worth of benefit to the UK economy in its first 60 years. In 2009, the British Chambers of Commerce calculated revenues and benefits to the economy worth £55 billion. The Government’s consultation paper puts the benefits at around £71 billion in revenue and benefits.

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[Mr Mark Field]

So, doing that in Labour-held seats is acceptable, but not in Conservative-held seats?

[Chris Ruane]

They are not knocking them down in Tory seats.

[Susan Elan Jones]

It is a shame. The hon. Gentleman should have known that I would have said exactly the same had it been in his seat. I am reluctant to take back my earlier compliments for his interventions.

Having overcome the environmental argument, what about the costs of building during the recession? Let us look at the figures. HS2 will cost £2 billion a year during the building phase, which I believe is roughly the same as Crossrail. Construction will start at roughly the same time as Crossrail finishes, meaning that the overall transport budget will stay quite steady, but HS2 will spread jobs and benefits much more widely than Crossrail. Initial estimates predict the creation of 40,000 jobs. Some of those jobs will be in London and the south-east, but many will be spread along the line. Several thousand will be non-permanent construction jobs, but many will be permanent. At a time when the construction industry is struggling, I, for one, would welcome that.

Even if the budget has to stretch to pay for the build, which I do not believe it will, the figures all show that we can expect a return of £2 for every £1 invested in the project. If we think long term, and we should, that is an attractive proposition. If aliens from Mars turned up and heard about a project set to create 40,000 jobs, to link north and south, and to boost our national profile, they might well guess that the Government had decided to subsidise such a project for the public good. I am sure they would be shocked to hear that it was being opposed, despite being set to earn double the original investment. The cost is not a barrier to HS2; the investment is sound. Only the most blinkered, short-term thinking can conclude anything else—the costs add up.

What about the suitability of the UK for a high-speed line? Detractors say that the UK is too small to benefit from high speed, that our country is densely populated and already well-served by lots of railways. However, the distances between our major cities are very similar to those with successful high-speed rail abroad. Frankfurt and Cologne are 110 miles apart, which is the same distance as London to Birmingham. Tokyo and Osaka are 325 miles apart—roughly the same distance as London to Edinburgh.

While it is true that we already have railways, our lines are full. On capacity, fares are going up and up as demand increases, a point raised earlier by the hon. Member for Gillingham and Rainham (Rehman Chishti). The cost of some season tickets in the south-east rose by almost 13% this year. Anyone who says that HS2 fares will be too high should consider the situation with our existing network. Sir Roy McNulty’s review of fares, published in May, suggested that off-peak fares should rise by 30% “to manage capacity”, as thousands of people pack on to trains with cheaper fares. We are actually having to price people off our trains to prevent them from bursting. That cannot be the right approach. We want to encourage public transport use, as my hon. Friend the Member for Ynys Môn (Albert Owen) said earlier, not suppress it.

We need more trains, and our existing network cannot provide them. For example, management at the west coast main line, which has recently had a major £10 billion upgrade that caused huge disruption to passengers, has announced that it will be at full capacity again within six to 10 years, even if extra carriages are added. It is not possible just to run more trains: there simply is not enough space. Even though there is the demand for more fast, direct trains up the west coast, the local commuter services and freight trains that use the lines do not leave extra space for the extra trains. We need more capacity. Network Rail has acknowledged that, and it spells it out very simply:

“HS2 solves the capacity problem”.

HS2 not only allows the existing network to operate at full capacity during its construction; it is the only option that will release real, significant extra capacity when in operation. Current services would continue to run on the existing lines, but the high-speed routes would no longer be hemmed in by them. Instead, they would have a free run on the new lines. Towns without HS2 stations will benefit as space for more trains is freed up on existing lines, with less crowding and more services. It is a win-win situation.

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[Mark Tami (Alyn and Deeside) (Lab)]

rose—

[Chris Ruane]

On the issue of crowding on the north Wales line, unlike my hon. Friend the Member for Alyn and Deeside (Mark Tami), I am a weekly user of the line. It is already at capacity. Everybody has to stand up on the Arriva trains between 4 pm and 5 pm. We need that investment and we need it soon.

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[Tom Greatrex]

I agree that all parts of the United Kingdom should benefit from HS2, which is why it is important that we look beyond the initial stage and start some of the planning discussion now, and why I want an assurance on looking at the feasibility of building from north to south.

[Chris Ruane]

The hon. Member for Strangford (Jim Shannon) has mentioned Northern Ireland, but it is important to connect the whole island of Ireland. Holyhead to Dublin is part of a trans-European network route connecting Ireland to the centre of Europe. We ought to be good Europeans and support that route, ensuring that the link is put all the way through to Holyhead.

[Tom Greatrex]

I am sure we all support the benefits of greater connectivity. Every Member who has made a contribution, and those who will subsequently do so, would attest to that. I hope therefore that the Minister will respond favourably to my points, which I made in particular about Scotland.