die belebende Bedenkung

HS2 and South Yorkshire, part five

with 3 comments

Part four | Part three

HS2 Ltd, South Yorkshire factsheet, showing Midland station

HS2 Ltd has produced a South Yorkshire ‘factsheet‘, showing Sheffield Midland station (although the company’s high speed trains would not stop there).

HS2 will widen opportunities for millions of people linking our big cities with London and with each other. It will re-write journey times between Britain’s major cities creating a high speed line that will integrate the economies of Birmingham, East Midlands, Sheffield, Manchester, Leeds and many more as never efore as well as linking them with London, the South East and Europe.

Regular, reliable services
Projected high speed services from Sheffield Midland in 2033:
79 mins to London compared with 2hr 05 mins today – three trains per hour
27 mins to Leeds compared with 41 mins today – five trains per hour
48 mins to Birmingham compared with 1hr 11 mins today – three trains per hour

Journey times from existing stations such as Sheffield Midland (above) will be reduced as a result of linking to HS2 at the new high speed rail station at Meadowhall. Projected journey times from the new station, for which no suitable comparisons exist, are given below.

Journey times From
Sheffield Meadowhall
Destination Current time (mins) HS2 time (mins)
London n/a 69
Birmingham n/a 38
Nottingham Midland n/a 34
Leeds n/a 17
York n/a 23
Newcastle n/a 87
The current projected journey time from Sheffield to Newcastle is 1 hr 55 minutes. HS2 will reduce this journey times to 1 hr 27 minutes, a saving of 28 minutes. Other intermediate destinations on the proposed service specification
including but not limited to Darlington and Durham would experience similar journey time reductions

According to HS2’s January 2013 service pattern, there would be two trains per hour to London, not three as claimed in the factsheet. Local trains between Sheffield Midland and Meadowhall take 5 or 6 minutes, but passengers tend to prefer no-change journeys, so from Sheffield Midland, a more realistic HS2 connection weighting might be around 17 to 22 minutes.

HS2 Ltd Meadowhall area map

The Department for Transport has revealed councils and businesses ‘likely to benefit’ from HS2 ‘could be expected to make a financial contribution’, and Sheffield is likely to be asked to shell out from a £500 million fund set aside for projects around the city.

[‘Battle over Sheffield HS2 station costs’, Sheffield Star, 8 February 2013]

Coun Leigh Bramall, Sheffield Council cabinet member responsible for transport, said: “We met with the Transport Secretary two weeks ago and were never told we would be expected to make a contribution.

“Discussions are taking place between Sheffield and the other councils in the city region about where to spend the infrastructure fund, but we always understood links to the new high speed station at Meadowhall would be Government funded.”

A Department for Transport spokesman said: “Any third party contributions will depend on local circumstances and could take a variety of forms.


Written by beleben

February 9, 2013 at 12:28 pm

Posted in HS2, Planning, Politics

Tagged with ,

3 Responses

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  1. If our North-South high speed (or, better still, sub high speed) rail scheme were built North-first, with a fast crossrail between Manchester Victoria (that’s next door to the Arndale Centre) and Leeds, following the M62 eastwards from Rochdale, it would halve the rail travel times between the two cities and alter the whole shape of the HS2 project.

    HS2 Plan B describes how. It would be built instead of HS2. It’s London destination would be the St Pancras interchange with Eurostar, Thameslink, Underground and North Kent services:

    HS2 Plan B would have no London-first start from Euston, no route straight to Brum (to Brum’s disadvantage), no route across Cheshire to Manchester Piccadilly, but Plan B would have a station at East Midlands Airport and it would extend north to Leeds-Bradford Airport, Harrogate and the Tyne through a new Bradford Central station. It’s worth remembering that Bradford Central would still be only half way between St Pancras and Edinburgh.


    October 13, 2013 at 6:15 pm

    • In your ‘HS2 Plan B‘, and its earlier version, it’s unclear as to where trains would stop and what the service pattern would be. The only stations marked seem to be at airports.

      As I see it, the fundamental problem with ‘Build-first-in-the-North’ and ‘Link-up-airports’ concepts, is the insufficiency of demand.


      October 14, 2013 at 10:29 am

      • Thank you for reading the link!

        In drafting Plan B I tried to leave the main line open to keep journey times down between the principal
        destinations, but with scope for interchange stops or collector chords for (coming south) Rochdale, at M62 Jn.24 (Huddersfield/Halifax), at Mirfield station (Huddersfield/Dewsbury), at M1 Jn.37/rail-rail (Barnsley), at Meadowhall (Sheffield/Rotherham), northbound into Sheffield/Rotherham, at East Midlands Airport (Derby/Nottingham) and at M1 Jn.13 rail-rail (Milton Keynes East/Bedford). Likewise a Coventry NE/rail-rail interchange next the M6.

        A shortcoming of Plan B’s North-first start is that the wider North would grow into its capacity and time gains slowly, but with these tending to unravel once the route reached St Pancras and London’s magnetism reached north more easily. The early creation of more economic critical mass around the four cities involved (as proposed in the immediate catchment of Manchester Airport, ditto East Midlands Airport) would offset this, but your ‘risk of a fare-box deficit’ critique is fair.

        The related problem with HS2 itself is that it would unravel its eventual economic gains to the North before it actually got there – and it would leave undone Plan B’s big step-change: a fast east-west rail link, with run-on connections, between the demand centres of Manchester and Leeds.


        October 14, 2013 at 1:24 pm

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