Transcript 1 - Jim Steerx

Jim Steer
Director Greengauge 21
HS2 Objectives
“what are the economic, operational (especially capacity and connectivity) and
environmental objectives that underpin HS2?”
HSR Workshop
York
April 2016
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Command paper 7827, March 2010
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overview
“process from which the scheme
emerged”
• timeline and context
• HSR → HS2 corridor → HS2 design
“objectives that underpin the HS2
project”
(economic, operational & environmental)
• capacity
• connectivity
• environmental questions
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Timeline
1981 TGV (and APT…)
1999 Virgin bid for a long term East Coast franchise
2000 Shadow SRA commissions HSR studies
2004 Atkins study on DfT web-site
http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/pgr/rail/
researchtech/research/hspeedlinestudysummaryreport.pdf
2006 Greengauge 21 HSR Manifesto and 2007 HS2: a Proposition
2008 Conservative Party Commits to funding HSR London –
Manchester/Leeds
2009 HS2 Ltd established and New Lines study (Network Rail) and Fast
Forward (Greengauge 21) published
2010 Cmnd 7827 and Strategic Case (2013) and update (2015) all DfT
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Greengauge 21 Manifesto January 2006 (1)
“High Speed Rail…can extend the range of the London
effect, so that a much larger part of the country can
exploit the opportunities of the world city economy. This
means that businesses in the midlands and the north
can participate in the economic advantages enjoyed by
the south.
At the same time, the pressure for development in the
southern regions will be eased. We would create for
ourselves an alternative to continuing near-total
dependence on the least sustainable forms of long
distance transport.
These are the reasons why Greengauge21 is promoting
the concept of a network of high speed railway lines to
be built over the next few decades. The network can be
developed incrementally, starting from a single line.”
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Greengauge 21 Manifesto January 2006 (2)
The advantages of high speed rail are:
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An accessibility transformation for the regions
across Britain served by new high speed trains,
providing the missing stimulus to local and regional
economic regeneration
•
An increase in the capacity of the commuter
network into London, allowing its economy to
continue its growth as a world city, and to a lesser
extent commuting advantages for other
cities/conurbations as well
•
Fast and reliable surface access from the regions to
London’s airports, especially Heathrow and the
possibility of linking into regional airports as well
•
The provision of a framework for the creation of an
attractive, interconnected transport system, right
across the country.
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Context (1)
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Context (2)
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HSR → HS2 corridor → HS2 design
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Capacity – evidence of need
Performance reliability
Demand growth
capped
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Also about making more efficient use of existing
lines by reducing running time differentials
One approach is a connected timetable…
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Connectivity – evidence on regional economies
Venables, Overman and Laird (2014):
Transport Investment and Economic
Performance. Transport investments “can
deliver economic benefits over and above
conventionally measured benefits to transport
users” because:
“Transport fosters intense economic
interaction that raises productivity, both
within narrowly defined areas or more widely
by linking areas”
“Transport shapes the level and location of
private investment, potentially leading to
higher levels of economic activity in some
areas”
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Connectivity - network issues
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Environmental objectives
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The choices
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Conclusions
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The alternatives to HSR and to HS2 were
extensively studied in 2001-2
•
Objectives for HS2 have never been – as some
have suggested – just about ‘getting to Birmingham
a few minutes faster’
•
Last month’s ministerial commitment to Scotland in
3 hours helps meet one of the key environmental
objectives (reduced carbon)
•
The implications of giving up on meeting rail
demand growth are worth considering very carefully
indeed.
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Thank you
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