LAST TRAIN TO MAIDENHEAD

The temporary suspension of collective responsibility within a Cabinet by a serving Prime Minister is not a decision taken lightly by the man/woman in charge; more often than not, the ramifications of releasing the shackles of the party line can give the individual Ministers an appetite for expressing personal opinions that they remain reluctant to relinquish thereafter. At the time of the 1975 EEC Referendum, Harold Wilson may have got the eventual result he wanted; but it’s arguable the left/right divide within Labour that was given such a public platform during the campaign sowed the seeds for the split that did so much damage to the party in the 80s.

Similarly, David Cameron giving free rein to the Brexiteers within his own Cabinet last year continues to threaten unity at the highest level; not only did the result of the EU Referendum cost Dave his job, but it seems to have started a trend amongst Ministers to publicly disagree with one another on a regular basis, something the shaky outcome of the General Election seems to have exacerbated. Theresa May’s weak authority and inability to keep a lid on Cabinet conferences has played its part in the publicised bickering between prominent members of that Cabinet; Brexit remains the most divisive issue, but at the moment one feels as though if one person sat around the table at No.10 didn’t care much for the digestive biscuits provided, the nation would know about it within hours.

Chancellor Philip Hammond is the current target surrounding many of the leaks, accused by one unnamed colleague of trying to ‘f*** up Brexit’ and by another of claiming ‘even a woman can drive a train’ when public sector pay was under discussion. Of course, many of those feeding these stories from Downing Street to the press are rather eager to make the PM’s residence their address for the next four or five years, and the headlines reflect the struggle to topple Mrs May that is undeniably underway. She might hope threatening them with ‘it’s me or Corbyn’ will dampen the jostling for succession over the summer recess; but the hard slog of running a minority administration with a Cabinet of power-hungry backstabbers has the potential to break even a deluded martinet like Theresa May come the autumn.

Another divisive issue that has been around longer than Brexit and may well outlast it is that of HS2. The latest news of the proposed route for the white elephant express has added a layer of irony to a housing crisis in which not enough new or affordable homes are being built. It emerged yesterday that the planned eastern route of the line – from Leeds to Birmingham – will run east of Sheffield and not be served by any new stations in South Yorkshire; using Sheffield’s main city centre station means the route will plough through a newly-built housing estate in nearby Mexborough. The official Government statement claims only 16 of the 216 homes will make way for the line, but sceptical residents don’t accept this; they also question the compensation payments they’ll be entitled to that the Government initially said would enable them to purchase another home of equivalent value in the area.

Transport Secretary Chris Grayling bigged-up the scheme yet again in the Commons yesterday and attempted to dismiss its numerous critics by reading from the usual ‘economic benefits’ script that accompanies any project in which people stand to lose both homes and businesses; but when one recalls Grayling’s abysmal performances in his previous Ministerial posts, any reassurances from him are hardly likely to fill those in HS2’s firing line with confidence. The South Yorkshire section of the route was unveiled a year ago, but confirmation of it yesterday prompted Rotherham’s Labour MP Sarah Champion to tweet ‘South Yorkshire will now get all of the disruption of HS2 without the benefit.’

As one resident of the new Mexborough estate that will be partially demolished to make way for the line said, ‘Bear in mind this is the construction of a viaduct that’s going to be 20ft in the sky coming within 10ft of your property, and they say, “it’s okay, your property isn’t one that has to be knocked down”.’ The construction of London’s Westway flyover in the late 60s caused similar damage as it cut a brutal swathe through North Kensington, whereas an entire centuries-old village was obliterated by the building of the Scammonden Dam and Reservoir that comprised the construction of the M62 motorway during the same period. Any project of this nature tends to dramatically alter the landscape and affect those that inhabit it, but such disruption in recent decades has largely been down to accommodating the motorcar; the railways were last the source of such opposition and upset in the nineteenth century.

HS2 was a contentious subject in Government circles long before Theresa May seized power and will remain so for her successor, whoever that may be. The route will pass through upwards of 70 Parliamentary constituencies and MPs have been inundated with demands from constituents to vote against the scheme, many of them Tories. The official Government line on HS2 is currently holding steady, but the PM’s failure to prevent leaks and to gag her most outspoken Ministers at the moment suggests if any issue that divides the public is just as likely to divide the Cabinet, chances are we’ll find out about it pretty quickly. When her position is somewhat perilous to say the least, Theresa May can ill-afford to allow the current state of play to continue; but it would appear she’s already lost the battle.

© The Editor

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6 thoughts on “LAST TRAIN TO MAIDENHEAD

  1. If there is one benefit which may accrue from the current cabinet shambles, that could be the eventual cancellation of the ‘Big Boys’ Train Set’ that is HS2. Devoid of justification or pay-back, to spend that amount of scarce money on a 19th century solution to a non-problem in the 21st defies belief. How anyone can compute the benefit of a few expense-account travellers saving a few minutes on only part of their journeys to equate to £100bn (and counting) makes a mockery of all those nit-picking cost-benefit analysis processes I had to perform in my career.

    That said, almost any major infrastructure project causes some collateral damage: homes, roads, schools, businesses are always at risk, if not from the actual construction, then from the ‘blight’ in its planning or its proximity once complete. But you can’t make omelettes without breaking eggs, even if those ‘eggs’ are buildings and communities – but you can ensure that adequate support and compensation is provided as a key part of the budget for any worthwhile project.
    The original railways generally didn’t suffer too much from public objections to their routings, mainly because the Nimby had not yet been invented and ordinary people were ignorable, if not disposable.
    But even those uncontrolled ‘cowboy projects’ left us some stunning architecture, over which we still marvel a century or two later, for example the Ribblehead Viaduct, which some would say desecrates a precious moorland scene, but others regard as a miracle of Victorian manpower and engineering which only enhances an otherwise barren landscape. Who’s to say that in 2317 folk won’t travel many miles to marvel at some of those spectacular 1970s bridges over the M62 and that quirky split-farmland site on top of the Pennines?
    One thing I do know is that those future folk will not be travelling there by train on the HS2 line, even if it’s ever built, because it’s the wrong technology, in the wrong place, at the wrong time. What’s even more wrong is that they’re wasting my money on it. A plague on all their houses.

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    1. I was going to reference Dickens in this post, as he wrote a brilliant description of how (I think) the character of Camden changed when the railways came to that part of London. It serves as one of the best portrayals of the decimation of a community courtesy of technological progression in fiction; but I couldn’t remember which bloody book it was in! I think it’s either ‘Our Mutual Friend’ or ‘Dombey and Son’, but as I read all the novels back-to-back over a two-year period around twenty years ago, I couldn’t recall exactly which one it was and didn’t have time to check whilst writing, alas.

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      1. I don’t mean to malign the railways in any way as, just like the canals before them and the motorways after, they had a truly transformative social and economic effect on all levels of the nation’s population and conduct, improving diets, stimulating markets and broadening horizons previously limited to the very near neighbourhood.
        It is my view that their benefits far outweighed the costs and disturbances of their presence – indeed, it is reported that, in 1900, one in twenty jobs in Britain were railway related, a proportion only now challenged by the labour-hungry NHS, the railways really were so ‘big’.
        It’s just that, now that it is no longer necessary to transport ‘fleshware’ from one place to the other to do business, the need for bulk shipment of coal or other heavy raw materials has ended and the ship-to-truck container now enables products to be moved to exactly where they need to be, not just a random goods-yard, then the age of the train really is over, it’s a system with a great future behind it.
        Even the remaining ‘commuter crush’ is just a symptom of other ills of inadequate government planning – all those folk no longer need to share the same building simply to share the same files, they could work just as well anywhere at the end of a wire, or even wireless. But by the time our leaders wake up to this, it will already be too late, bridges will have been built, tunnels dug, lines laid, bungs paid and communities eliminated and over-taxed – I probably won’t be around to say ‘I told you so’, so I’ll say it now.

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      2. ” It’s just that, now that it is no longer necessary to transport ‘fleshware’ from one place to the other to do business, the need for bulk shipment of coal or other heavy raw materials has ended and the ship-to-truck container now enables products to be moved to exactly where they need to be, not just a random goods-yard, then the age of the train really is over, it’s a system with a great future behind it. ”

        Hmmm! Don’t agree, I’m afraid.

        Liked by 1 person

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