Archive for January 2015
Ontrack4hs2 is dedicated to keeping the Sheffield City Region business community up to speed on plans for HS2 phase two and maximising the benefits high speed rail will bring to the regional economy
As can be seen, the ‘Facts’ section of the website actually contains very little in the way of facts:
Top 10 reasons we’re on track for HS2
HS2 is critical to future business growth in the north and to the economic success of the Sheffield City Region in particular. It will encourage investment and make doing business easier.
In the Sheffield City Region HS2 is forecast to create more than 5,000 jobs.
Supply chain opportunities
There will be fantastic supply chain opportunities for local businesses. Building HS2 is a £42.6 billion project, involving the laying of 330 miles of track, the construction of four new stations and the redevelopment of five existing stations.
In addition, new rolling stock will also be needed to run on the line – again creating potential opportunities for local businesses.
HS2 will reduce passenger journey times between Sheffield and London and will also vastly improve connectivity between the Sheffield City Region and other key cities in the UK including Birmingham, Leeds, Nottingham and Derby.
Connectivity will also be improved to the regional tram and bus network.
A HS2 station within the SCR
Under the current proposals the Sheffield City Region will benefit from having one of only a small number of stations on the HS2 phase two line.
Between Birmingham and Leeds the line will only have two stops – one at Toton, serving Nottingham and Derby, and the other at either Meadowhall or the city centre. The location of the Sheffield station will be decided in mid- 2015.
Building on our rail heritage
HS2 will provide a major boost for the Sheffield City Region’s rail industry which already has more than 200 companies employing more than 6,000 people.
The region is home to a number of major rail manufacturing firms including DB Schenker, Volker Rail and Hitachi. It is anticipated that these as well as many other local firms could benefit from HS2 – and it could attract other firms into the region in the future.
Rebalancing the economy
HS2 offers the opportunity to rebalance the UK economy – shifting the emphasis away from London and allowing the Midlands, North West, Yorkshire and North East regions to thrive.
Recent decades have seen the balance of the UK economy shift away from the north as its traditional manufacturing industries have declined. HS2 phase two presents real opportunities to reverse this trend.
Creating additional capacity
HS2 phase two will significantly address the capacity issues facing the rail network – as our population grows and passenger numbers increase. It will also help to ease congestion on the motorway network.
HS2 will, for example, provide five new services every hour between both London and Birmingham – in addition to the two conventional rail services each hour between these cities, which will continue after HS2 is built.
High speed trains will also be larger and longer than existing services enabling them to carry more passengers. In turn this will free up capacity for rail freight, boosting the region’s growing logistics and rail import/export business.
Opportunity to improve existing SCR rail services
HS2 also presents real opportunities to improve capacity on existing rail services in the Sheffield City Region. A study by the West Yorkshire and South Yorkshire Passenger Transport Executive has estimated that by improving existing services in this way the Sheffield and Leeds City Regions will gain additional benefits of between £300m and £800m.
Becoming a Centre of Excellence for high speed rail engineering
Recently it was announced that one of two centres of excellence for high speed rail engineering to support HS2 will be built in the region. Doncaster was chosen for the site of the National High Speed Rail College in October 2014.
The college, which opens in 2017, will ensure the country as a whole has the skills and expertise needed to deliver the HS2 project. Birmingham will be second site for the college.
The real facts are
- demand for rail travel between South Yorkshire and London is very low
- demand for rail travel within South Yorkshire is pitifully low
- the county already has two separate main line rail links to London
- most people in the ‘Sheffield City Region’ would find the existing rail system and stations more useful for their journeys
- HS2 offers minimal opportunity to “free up” Yorkshire rail capacity
- the last passenger rolling stock manufacturer in Sheffield — Cravens — closed around 1966
- carriage manufacture in Doncaster ceased over 40 years ago
- the likelihood of the ‘City Region’ becoming a world leader in high speed rail is effectively zero.
Earlier this month, the cost of HS2’s proposed Washwood Heath rolling stock facility was officially estimated at £51 million (2nd quarter 2011 prices), i.e., less than half the cost of the (smaller) Calvert infrastructure depot.
|HS2 London – West Midlands cost estimate, January 2015 (source: HS2 Ltd)|
|Element||£m (2Q 2011)|
|1.0||Land and property||1.1||London Euston||579.82|
|1.5||West Midlands Metropolitan||315.50|
|3.0||Civil engineering||3.1||Cuttings and embankments||1309.00|
|3.5||Roads and pavings||391.91|
|5.0||Depots and stabling||5.1||Washwood Heath||51.01|
|5.3||Heathrow Express relocation||152.87|
|6.4||Electrical contact systems||162.62|
|6.6||Station and depot systems||192.31|
|7.0||On-network works||7.1||Civil engineering||0|
|7.2||Stations and depots||0|
|Gross point estimate||16171.01|
- Eurostar’s Temple Mills depot cost ‘up to’ £402 million, according to Lord Davies of Oldham (Hansard, 1 December 2004)
- Network Rail’s South Wales resignalling was estimated at £400 million in 2011
- the ‘Birmingham Gateway’ refresh of the existing New Street station was budgeted in excess of £600 million.
On 26 January 2015 the Campaign for Better Transport published ‘new research’ revealing how ‘investing in the north of England’s rail services is essential to tackling the north – south divide’.
[Campaign for Better Transport news release, 26 Jan 2015]
The new research, Stepping Stones to a rebalanced Britain, was commissioned by Campaign for Better Transport and reveals how investing in new trains, improved stations and better services as part of the new Northern Rail franchise would provide essential infrastructure for growing cities and maximise the benefits from billions of pounds of investment due as part of the Northern Powerhouse.
[…] Stepping Stones was commissioned by Campaign for Better Transport and written by research group Greengauge 21. Greengauge 21 is a not-for-profit company limited by guarantee, with a wide aim of helping to shape tomorrow’s railway. The company was founded by Jim Steer, one of the UK’s leading transport sector specialists. Initially conceived as a means to promote a debate on the case for high-speed rail in Britain, it has established a broad research base to foster and guide high-speed rail planning. Its remit now extends into all aspects of the national rail system and its wider benefits.
It’s curious that the Campaign for ‘Better’ Transport has chosen to let Greengauge 21 steer so much of its ‘research’ and policy-making activity. After all, the CBT claims its vision is for “a country where communities have affordable transport that improves quality of life and protects the environment”.
[CBT, ‘About Us’]
In recent decades we’ve helped to change the Government’s transport policy radically, away from building big roads and expanding airports and towards much more recognition of environmental and social impacts”.
But as early as 2006, the CBT had commissioned Greengauge 21 to write a report tacitly supporting the expansion of Heathrow Airport. CBT is also a tacit supporter of the environmentally damaging HS2 rail project.
The CBT is blind to the fact that the best opportunity to improve rail in the north of England would come from cancelling HS2, and reallocating funds to the classic railway.
On 13 January 2015, the Lords Economic Affairs Committee were treated to some of HS2 Ltd chief David Higgins’ opinions about the location of FTSE companies, banks, and the effect of speed on railway capacity.
As can be seen [15:46:20] from the House of Commons video of the session, David Higgins told the committee that ‘French high speed trains travel at 225 mph‘, which is the case.
Figure 12 of the 2013 HS2 Strategic Case purported to show “illustrative journey time comparisons for HS2 Phase One and Two and rail alternative”.
Needless to say, Figure 12 is mostly nonsense. The idea that building HS2 would bring the journey time from London to Worcester into the “within 1 hour” range (coloured green on the diagram), for example, is plainly daft.
Was the same data set used to create KPMG’s infamous “£15 billion regional economic impacts” analysis, by any chance?
One might also ask why these bogus comparisons always seem to involve London as one end of the journey.
The gov.uk website described the publication “Investing in Britain’s future: why we need HS2” (October 2013) as “A leaflet setting out the case for HS2 in straightforward terms”. According to the leaflet, “HS2 will free up at least 20 [freight] paths per day on the West Coast Main Line.”
But HS2’s London – West Midlands Environmental Statement assumes there would only be two additional freight paths per day when the new line opened. The 20-paths-per-day figure was assumed to relate to the years 2035 to 2085. How is it possible to forecast the level of freight traffic on a railway, seventy years from now?
[“HS2 London – West Midlands Environmental Statement, Volume 3: route-wide effects”]
“[…] Currently, on the WCML, there are three standard off-peak freight paths per hour; although currently, approximately 1.5 paths an hour are used. The Government wishes to encourage more freight to shift from road to rail. Coupled with the rising costs of road transport, demand for rail freight paths is expected to increase over the next 15 years. Therefore, it is reasonable to assume that there may be insufficient capacity to meet the total demand for rail freight by the time the Proposed Scheme is due to open in 2026. Based on a number of assumptions, many of which are the same as those used for the Economic Case for HS2, and its presumption for passenger services, there is still the potential for one to two additional freight paths in each direction between London and the Midlands, outside the peak periods of 07:00 – 10:00 and 16:00 – 19:00. This means that 10 of the 16 operational hours of the Proposed Scheme (06:00 – 22:00) could accommodate two to four freight paths an hour, making a total of up to 20 – 40 additional freight paths a day (300 days a year). The carbon footprint has assumed 20 paths per day, released linearly from two in year 2026 to 20 in 2035, from which point there are 20 freed up paths per day to 2085. “