High-Speed Rail

Kelvin Hopkins Excerpts

Thursday 31st March 2011 Westminster Hall

[Kelvin Hopkins (Luton North) (Lab)]

It is a pleasure to speak in this debate. I have a great interest in rail and, generally speaking, I am positive and passionate about the railways. Unfortunately, however, on this occasion I have to speak negatively about High Speed 2. I am deeply sceptical of it, for a variety of reasons. It is an unnecessary route and will be very expensive, and that money would be better spent elsewhere on modernisation, electrification, re-signalling and a variety of other expenditures. Eddington took the same view in his report. He was absolutely right to say that the focus should be on commuter and inter-urban routes, above all to relieve congestion, which causes extreme expense for the whole economy; that expense will rise to tens of billions of pounds in the next two or three decades, unless we do something to relieve congestion.

Congestion is caused by a number of things, the first being passengers using cars when we should be using rail. It is also caused by heavy freight, not directly so much as indirectly, because heavy freight on roads causes road damage. What is known as the fourth power law of road damage relates axle weights to road damage, and it is lorries that cause damage to roads. I am not against lorries per se, but a lot of the traffic that goes by road should actually go by rail. Road damage means that motorways have to be coned off time and again so that roads can be repaired, which means having two lanes for long stretches instead of three. The same applies to towns. It is necessary, for the future, to get heavy freight off road and on to rail.

I spoke on this theme in a recent debate in this Chamber, and explained how we ought to spend the money in alternative ways. For example, HS2 will run from north to south. There are already north-south routes, but they have not had sufficient investment, despite their modernisation, and they do not have enough capacity as they stand. They could, however, have enough capacity if we invested heavily in modern signalling, got many more train paths on the same tracks, and got freight off those lines. Before anyone jumps in and says, “Ah, but if we build HS2, we can put the passengers on that and leave the other lines free for freight,” that is nonsense, because it is impossible for the gauge sufficiently to provide, all the way up the backbone of Britain, for getting trailers on trains and even full-scale containers on flat-bed trucks. It is not possible to rebuild all those mainline railway lines on a gauge that is sufficient to take all the freight necessary. Moreover, scores of other major stations on those lines have to serve passengers, so passenger trains have to run on those routes, whatever is done about HS2.

HS2 serves only major cities. All those hon. Members who are enthusiastic about HS2 but who are not actually served by it might find that money that could have been invested in their own routes will be sucked away and spent on HS2. People who live in Milton Keynes, Coventry—my hon. Friend the Member for Coventry North West (Mr Robinson) is sitting to my right—Luton and many other areas are not served. Before anyone says that I am a nimby, I am not, because HS2 will not serve or go anywhere near Luton.

[Stephen Pound (Ealing North) (Lab)]

Those of us in Perivale certainly feel the pain, and there is no discernible indication of gain. On my hon. Friend’s analysis of the finances, can he enlighten us about the extent of private sector investment and involvement in this great, vast, glittering scheme?

[Kelvin Hopkins]

That is for the Minister to pronounce on and explain. I am a traditional socialist of the left and believe in public investment, which I think is much cheaper—the markets can be borrowed from much more cheaply, but I will not go into that now, because we will end up getting into private finance initiatives, public-private partnership and all those other financial disasters. I do not want to tread on dangerous ground, but the tube was not exactly a success, in terms of PPP. I believe in public investment, but wherever the investment comes from, it will be a very large sum that could be spent elsewhere. The opportunity costs will be great.

It would be easy to modernise the east coast main line. We could double the viaduct north of Welwyn to make four tracks instead of two; it is a pinch-point at the moment. A flyover is already being built for the Cambridge line at Hitchin. We would then need a passing loop at Peterborough, which would not be difficult, and a flyover at Newark. The whole line would then be open for 140 mph working, non-stop from King’s Cross to Edinburgh. In 1992, a test train did that route, non-stop apart from a two-minute stop at Newcastle, in three and a half hours. Interestingly, the proponents of HS2 suggest a time of three and a half hours—the exact same time that could be achieved on the existing route with a bit of modernisation.

The west coast main line is much more heavily used and serves more areas. Modernisation could get it to work at 135 mph, and similar route modifications could make it much better. We need to get the freight off that line. I repeat that freight and heavy axle weights cause more damage to tracks, which then need more repairs and more maintenance work. If we got freight off that line, and had modern signalling and many more train paths, we would have what we need up the west coast. As for passenger numbers, certainly the east coast has plenty of scope already; on the west coast, there is enough to cope for the long-term future.

I am arguing for a new, dedicated rail freight line; some hon. Members may know that I have been proposing that for a long time. I have been involved with a group of people who have a scheme that has been thought through in detail and involves a precise route. It would use old track bed and existing routes, and would involve only 14 miles of new line, nine of which is in tunnels. There would be a dedicated rail freight route up the backbone of Britain, serving all the major conurbations and linked to the channel tunnel; freight could go from Glasgow to Rome direct. The trains would be able to take full-scale lorry trailers, and double-stacked containers if necessary, all the way from the continent of Europe right through to Scotland. That is what Britain needs. That proposal would take 5 million lorry-loads off the roads, and much of the north-south freight off the east coast and west coast main lines. The supermarkets and a number of commercial organisations support the scheme.

[Julian Smith (Skipton and Ripon) (Con)]

Does the hon. Gentleman not think it is absolutely crackers that I can get to Paris quicker than to Leeds, which I go to when I travel to my constituency, Skipton and Ripon? Is it not absolutely crackers that Britain is one of the only developed nations not to have a high-speed network?

[Kelvin Hopkins]

High-speed networks work brilliantly in areas where there are long gaps between major conurbations—in Spain, France and so on. Britain is much more densely populated. There are many stops and more towns en route. As I have suggested, we need more investment in the conventional railways that we already have, so that we can get to those destinations more quickly. I am sure that we can easily raise the speeds to Leeds, and certainly to other areas, with a lot of investment.

[David Mowat (Warrington South) (Con)]

The point is often made that high-speed rail works better over longer routes. Would he concede that the Paris-Lille, Osaka-Tokyo and Cologne-Frankfurt routes are all about 120 km long, which is quite similar to the first part of high-speed rail that is planned?

[Kelvin Hopkins]

We would have to be prepared to spend that kind of money. I have been on the Cologne-Frankfurt route and it is fantastic. A third of it is in tunnels, which are vastly expensive. The Germans have decided to build that route and it is a wonderful line. We do not have the resources to build lines like that everywhere. Some high-speed routes do not go through much on the way; we almost invariably have significant towns en route that have to be served on the same line.

[David Mowat]

I was responding to the hon. Gentleman’s point that high-speed rail works only over vast distances. The examples I quoted are not vast distances; they are very similar to what is envisaged in the first part of high-speed rail.

[Kelvin Hopkins]

In the best of all possible worlds, it would be nice to have fast routes everywhere. However, we must consider the resources involved. The significant routes are where people would choose to travel by air, rather than by land; people would go by aeroplane from Madrid to Barcelona, for example. Routes become economical where large numbers of people want to travel between conurbations that are fairly widely spaced, there is not a great deal in between, and it is easier to get the high-speed track without too much cost.

[Mr Bob Ainsworth (Coventry North East) (Lab)]

My hon. Friend’s proposition for a dedicated freight line has been around in one form or another for a very long time and has always attracted the same level of opposition as HS2. Is it not almost inevitable when such a major infrastructure project is planned that there will be huge opposition to it?

[Kelvin Hopkins]

My right hon. Friend is absolutely right. There is always opposition to such plans. I stressed at the beginning that I do not object to the line because it goes near me or anybody else; I am objecting to it on the basis that it is unnecessary and expensive, and the money should be spent elsewhere. I am taking up too much time, Mr Walker. I can see that many hon. Members want to speak.

[Mr Charles Walker (in the Chair)]

There are plenty of hon. Members who want to speak.

[Kelvin Hopkins]

I have made my main points. I have made them before in this Chamber, and I shall continue to make them, because they are rational. A lot of people in the industry also support my view, which is not based on nimbyism but on what Britain really needs. Britain does not need HS2; it needs more investment in conventional rail and, indeed, in rail freight.

[Andrea Leadsom (South Northamptonshire) (Con)]

On a point of order, Mr Walker. For several months, the hon. Member for Coventry North West (Mr Robinson), my hon. Friend the Member for North Warwickshire (Dan Byles) and I have attempted to secure this debate via the Backbench Business Committee. We have been preparing for this incredibly important debate for a long time, and I was assured only yesterday by the Table Office that my hon. Friend the Member for Wellingborough (Mr Bone) would make a few brief comments, and then I would be the first speaker.

--- Later in debate ---

[Frank Dobson]

As I understand it, because Euston does not have a connection to Heathrow Express and Crossrail, it has been necessary to propose a parkway station at Old Oak Common that will have connections to those lines. That additional expense could otherwise have been avoided. As a result of the inadequacies of Euston, the parkway proposition for Old Oak Common—alias Wormwood Scrubs—had to be added to the proposal. Instead, the line could be brought into Paddington station, which already has links to Heathrow Express and will be on Crossrail. When I pushed that point, people from High Speed 2 said that Paddington could not cope with the number of passengers. Paddington has as many tube connections as Euston and, as I have pointed out, it will link to Heathrow Express and Crossrail. That excuse for not using Paddington appears to be of little relevance.

[Kelvin Hopkins]

Another point is that unlike Paddington, the Euston option would require expensive tunnelling to get through London. Once Crossrail is built, Paddington will have extra capacity for a platform for HS2, were we to go ahead with it.

[Frank Dobson]

I entirely agree with my hon. Friend. Another point is the connection with HS1. We are told that great strategists with vinegar-soaked towels around their heads came up with HS2 as the first stage of a great, high-speed rail network. They seemed not to notice that they had not proposed a connection with the only existing part of the high-speed rail network, High Speed 1, which comes into St Pancras station.

--- Later in debate ---

[Andrew Gwynne]

Absolutely. As I have said, capacity on the west coast main line is of fundamental importance, and the issue must be resolved. We have to look at future capacity on rail lines and how we will deal with such issues. Clearly, everything will be on the table as part of our policy review, and we encourage as many members of the public as possible to get involved in our ongoing discussions, including those on both High Speed 2 and Rail Package 2; we need to study alternatives for viability as well. It would be unwise for any future support for high-speed rail not to be at the heart of that policy review when it involves a £30-billion commitment for future Parliaments. Perhaps the hon. Member for Weaver Vale (Graham Evans) will be interested in that. In the meantime, the Government will have our support as they move forward with the next stage of planning the route.

Clearly, there is concern about the hybrid Bill that the Government propose. The Opposition have real doubts about their commitment to taking the planned high-speed rail line beyond Birmingham, as Labour had planned. They have decided not to use the forthcoming legislation to do that. As I have said in previous debates, we will support the Government if they want to put powers in the Bill to extend the line to Leeds and Manchester.

I wish to turn briefly to interoperability. If we are to proceed with high-speed rail, we need to look now at ways to integrate it with the traditional rail network. We also need to look at how we can maximise the benefits for rail all over the country, including London-based projects such as Crossrail and Thameslink. How will we plan for the wider impacts of high-speed rail, to ensure that the benefits are shared in other parts of the network? For instance, can the Minister tell us how many more fast trains to London there will be from places such as Coventry, Liverpool and Sheffield as a result of released capacity from the HS2 line? In short, what will be the benefit to areas not directly connected by high-speed rail?

[Kelvin Hopkins]

The fundamental problem we have on many of our rail routes is old-fashioned signalling; it is 50 years out of date, or even longer. If we can get modern signalling with some of the money that could be saved, we could get many more train paths and much faster frequencies. That is the way to increase capacity on existing routes.

[Andrew Gwynne]

I share my hon. Friend’s assessment of that issue. I know he made that case at a recent reception with ASLEF in the House of Commons.

I recognise that a lot of right hon. and hon. Members in all parties have concerns about high-speed rail. Those living near the proposed route have understandable concerns. I understand those hon. Members whose constituencies will be directly affected by the construction. Like my right hon. Friend the Member for Holborn and St Pancras (Frank Dobson), I do not know how sensible it is for the Secretary of State for Transport to refer to anyone who is against the scheme as a nimby, as he recently did in a newspaper article.

I also note that in The Daily Telegraph yesterday there was a letter signed by no fewer than eight northern Conservative MPs, saying:

“We urge the Government not to be blown off course by the protests of a minority in the home counties.”

It seems unfair to intrude on the private grief of the Conservatives, not least because there are differences in our party, too. However, the previous Labour Government were always mindful that, in proposals for a route, there has to be an attempt to minimise local impacts while achieving the wider objectives. We need to ensure that people are fully consulted about changes that will affect their area. I welcome the fact that the consultation is now under way, and will conclude in July this year. It gives those who will be directly affected by the construction route a chance to put forward their concerns and have them looked at, and I hope that their views will be taken seriously by the Government.

However, there are a number of questions that I would like to ask. What impact will the changes to the route, the additional compensation and hardship payments, and other commitments have for the £750 million allocated in this spending period? Can the Minister offer an assurance that there will not be a knock-on effect on other rail schemes already facing cuts and delays? In opposition, the Minister said:

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

It is reassuring that she has, I think, now confirmed a direct link in the second phase. Perhaps she can give a bit more information about that.

My hon. Friend the Member for Dunfermline and West Fife (Thomas Docherty) touched on an important point. Will the Minister confirm whether the cost of the trains to run on the high-speed line has been included in the figures used for the costs of the scheme? Or, as with other schemes such as Crossrail, are they separate expenditure, yet to be identified?

One topic almost missing from the debate, although it was rightly touched on by my hon. Friend the Member for Hammersmith (Mr Slaughter), has been the likely cost of using the service. Surely if all taxpayers are to contribute so significantly to the cost of constructing the route, it cannot be a service with ticket prices outside the grasp of most people. What work has the Department done to look at anticipated ticket-pricing plans for high-speed rail? How much of the revenue raised by high-speed rail will be used on the high-speed rail line, and how much will be will be spent on conventional rail improvements?

To conclude, as I have said before, our policy review will be completely open-minded about all the transport priorities the country faces, and high-speed rail will clearly form an important part of our future discussion. In the meantime, we urge the Government to reconsider expanding the scope of the hybrid Bill to include powers to continue to Leeds and Manchester, so that preparations are in place to bring the potential benefits of high-speed rail to the whole country.