East HS2 Strategic Board 14th July 2015 2.00pm - 4.00pm Dining Room, The Council House, Old Market Square, Smithy Row, , NG1 2DT

AGENDA

1 Welcome and apologies 2.00pm

2. Minutes of meeting held on 9th June 2015*

3. Update from Sir David Higgins 2.10pm

4a. Presentation on Hub Station Area Masterplan Consultation 2.30pm

4b. HS2 Development Company* 2.50pm

5. Initial Connectivity Plan: Emerging Priorities*

5a Heavy Rail* 3.00pm 5b Tram* 3.15pm 5c Bus (including Rapid Bus Transit)* 3.25pm 5d Local Access* 3.35pm 5e Connectivity from * 3.45pm

6. Integrated Transport Commission Workshop (21st September 2015) 3.55pm

7. Any Other Business

8. Date of Next Meeting

9th September 2015: 2pm – 4pm – The Dining Room, The Council House

*Paper enclosed

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EAST MIDLANDS HS2 STRATEGIC BOARD MINUTES OF THE MEETING HELD ON 9TH JUNE 2015 HELD AT LOXLEY HOUSE, NOTTINGHAM

MINUTES

Present: Cllr Jon Collins - East Midlands Councils & Nottingham City Council Cllr - County Council Cllr Richard Jackson - Broxtowe Borough Council Cllr Michael Powell – Erewash Borough Council Cllr Peter Osborne – County Council Cllr Steve Calvert – County Council Cllr Cheryl Butler - Council Ruth Hyde OBE - Broxtowe Borough Council David Ralph – D2N2 LEP Steffan Saunders – Broxtowe Borough Council Jasper Pandza– Department for Transport Steve McFarlane - HS2 Ltd Christian Hoskins – Network Rail Andy Cliffe – Trevor Watson – Ashfield District Council Steve Cannon – Derbyshire County Council Sue Flack – Nottingham City Council Steve Birkinshaw – Erewash Borough Council Chris Hobson – East Midlands Chamber Phil Crossland – Leicestershire County Council Jim Bamford – Nottinghamshire County Council Christine Durrant – Neil Harvey - Derby & Derbyshire Rail Forum Corin Crane – LLEP Tom Johnston – TUC Garry Scott – City Council Andrew Pritchard – East Midlands Councils Stuart Young - East Midlands Councils

Apologies: Cllr Chris Corbett – Erewash Borough Council Cllr Michael Clarke – County Council Cllr Ranjit Banwait – Derby City Council Cllr John Burrows – Chesterfield Borough Council Cllr Neil Clarke MBE – Borough Council Michelle Craven-Faulkner – Derby & Derbyshire Rail Forum

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ACTION 1. Apologies and Introductions

1.1 Apologies as noted above. 1.2 The Chair welcomed new members of the Board. 2. Minutes of meeting held on 8th April 2015 and Matters Arising

2.1 Garry Scott from Leicester City Council was in attendance

2.2 The minutes were agreed.

2.3 Matters arising were covered by the agenda.

3. Implications of local and national elections

3.1 The continuation of the previous Secretary of State for Transport in office has resulted in a continuity of Government policy on HS2. Members of the Strategic Board welcomed the Secretary of States reaffirmation of support for the Eastern Leg of HS2 in a speech made in Leeds on the 1st of June 2015.

3.2 It was noted that Secretary of State has also announced that he would look to expedite the delivery of the link between Sheffield and Leeds. Cllr Collins questioned why this link has been prioritised above others by Government, including those in the East Midlands.

3.3 At a local level, the Strategic Board welcomed Cllr Richard Jackson as the new Leader of Broxtowe Borough Council. Cllr Jackson reaffirmed Broxtowe’s strong support for a HS2 Hub Station at , which has cross-party support within the council.

3.4 The Strategic Board also welcomed Cllr Cheryl Butler, the new Leader of Ashfield District Council.

4. HS2 East Update

4.1 Andrew Pritchard updated the Board on the work of HS2 East, Chaired by Cllr Jon Collins, which aims to raise the profile of HS2 Eastern Leg with Government and key decision makers.

4.2 HS2 East is taking forward a programme of work with consultants to identify and communicate the key economic benefits of HS2 Eastern Leg. Some early output from this work was shared at the HS2 event in Leeds on the 1st June 2015.

4.3 Despite the Secretary of States clear support for the HS2 Eastern Leg, Members agreed it was important to maintain the pressure through HS2 East given the long timeframe for implementation.

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ACTION

4.4 Members also welcomed the joint letter to Government from the Chambers of Commerce in support of HS2 Eastern Leg

5. Toton Delivery Board Update

5.1 Cllr Jackson updated the Strategic Board on the meeting that had taken place on the 1st of June. The meeting had discussed the potential for tram extensions and the development of

a wider spatial vision for the Hub Station which would also include parts of Erewash.

5.2 Ruth Hyde OBE and Steffan Saunders added further detail on the local masterplan process and its relationship to the adopted Core Strategy.

5.3 Members of the Board reaffirmed the importance in developing an ambitious economic development offer that maximised the potential of the Hub Station locally and more widely.

5.4 To assist implementing this objective, Cllr Collins asked David Ralph to develop a paper for the next Board meeting on ‘delivery vehicles’ including the option of establishing a local DR development company.

6. Staveley Delivery Board Update

6.1 Steve Cannon updated the Board on work of the Staveley Depot Delivery Board.

6.2 The main focus of the Board at the moment is on skills, and in particular developing linkages with the proposed HS2 College, which will have bases in both Birmingham and Doncaster.

7. Initial Connectivity Plan for Toton: Discussion of Key Issues

7.1 Andrew Pritchard updated members of the work of the Connectivity Group and outlined a draft framework for the Initial Connectivity Plan to be developed by the end of July 2015, and which is design to establish a shared agenda with HS2 Ltd and DfT to inform the development of a hybrid bill.

7.2 It was noted that this work was being undertaken largely ‘in-house’ by council officers with little additional financial support.

7.3 After discussion, the Board felt that further time would be required to undertake the Connect. necessary analysis to inform the Initial Connectivity Plan, and that more substantive reports Group on a limited set of issues be developed for future meetings.

8. Any other Business

None

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ACTION 9. Dates of Future Meetings

9.1 14th July 2015: 2.00 – 4.00 p.m. 9th September 2015: 2.00 – 4.00 p.m.

4 East Midlands HS2 Strategic Board 14th July 2015 Item 4b: HS2 East Midlands Development Company – Draft Outline Brief

1. Purpose

1.1 At the last HS2 Strategic Board, D2N2 LEP were asked to look at a proposal for establishing a Development Company to promote the growth and regeneration opportunities of the HS2 Hub.

1.2 This paper sets out a short brief to develop a scoping paper that outlines the activities required to determine scope, structure and potential outcomes and benefits from the establishment of a HS2 East Midland Development Company (the Development Company), to complement the construction of a HS2 hub station in the East Midlands.

2. The Challenge

2.1 Integration and physical connection of the HS2 hub into the adjacent regional environment to support economic growth and maximise job creation. Optimising economic benefit through improved connectivity, use of land, property and work locations.

2.2 To meet this challenge requires a strategic plan for the infrastructure and development around the HS2 hub that, with the collaboration of the public and private sectors, will deliver strategic aims, benefits and opportunities.

3. Development Company

3.1 The Development Company is an enabler of regional inward investment. It could help lead the creation and delivery of a strategic plan, jointly agreed within a determined geographical region of the east midlands.

3.2 It is constituted to make development decisions in an effective manner through the engagement of public and private sectors. A Development Company typically consists of local authority, local business and government officers acting together for the benefit of the company and its strategic aims.

4. Development Company - Scoping Paper brief

4.1 The scoping paper to be prepared by Turner & Townsend will identify which of the following content, to what extent each aspect should be considered, in the context of a Development Company for the HS2 area within the east midlands:

• vision, aims and objectives of the Development Company • what challenges is it trying to resolve • why a change is necessary and what value does this add • assess strategic fit to the aims HS2 Ltd, D2N2 LEP and members of the East Midlands Councils, and other adjacent regions • geographical area • enterprise zone • assumptions and barriers to success • risks and opportunities

5 • achievements to be measured • income and revenue options • statutory town planning policy and powers, potential • ownership and governance structure • sequence and stages of its creation, with key decision timescales • stakeholders communication and engagement plan • best practice, lessons learnt and case studies

5. Timescales

5.1 Scoping paper to be issued by mid -August 15.

6. Cost

6.2 D2N2 LEP have negotiated with Turner and Townsend to provide a piece of pro bono work in providing the scoping paper within this timescale.

7. Next Steps

7.1 Approval to proceed with the scoping paper - to the content detailed within this brief, thereby starting the process of enabling D2N2 to determine how it wishes to proceed in the creation of a Development Company.

David Ralph Chief Executive D2N2 LEP [email protected]

6 East Midlands HS2 Strategic Board 14th July 2015 Item 5: Initial Connectivity Plan for Toton - Emerging priorities

1. Background

1.1 The Strategic Board is keen to make progress in developing an Initial Connectivity Plan for Toton, setting out the key requirements necessary for the Hub Station to fulfil its economic potential both locally and across the wider East Midlands.

1.2 The purpose of the Initial Connectivity Plan will be to set out a clear agenda for joint working with HS2 Ltd and the Department for Transport as a basis for ‘co-developing’ a proposition for a Hybrid Bill. It will be based on the agreed vision and principles previously agreed by the Strategic Board and set in Appendix 1.

1.3 It is hoped that Government confirmation of Toton as the location for the Hub Station in the early autumn 2015 will lead to a release of project development funding in the Chancellor’s Autumn Statement (December 2015). In the meantime, initial work is being largely supported by in-kind contributions from local authority officers with some financial support from D2N2 LEP.

1.4 This paper presents an overview of the work undertaken to date. More detail is set out in the supporting papers, and a power-point presentation will be made on the day.

2. Work to date

2.1 Following discussion at the last Executive Board, officers are undertaking the analysis on a thematic basis, with the intention of bringing individual work areas together into a single document in the early autumn of 2015.

2.2 Work has progressed on the following key elements, and updates will be given on each based on the following papers.

• Paper 5a: Heavy Rail (Jim Bamford/Andrew Pritchard) • Paper 5b: Tram (Steve Tough/Chris Carter) • Paper 5c: Bus/Rapid Bus Transit (Pete Mathieson/Chris Carter) • Paper 5d: Local Access (Steve Cannon) • Paper 5e: Connectivity from Derby (Andy Gibbard)

2.3 Further work will be required to develop outline business cases for each element and to ensure that individual proposals form part of a coherent wider strategy.

2.4 EMC has procured 26 days of technical and presentation support from Farrells and Peter Brett Associates (with financial support from D2N2 LEP) between now and the end of September 2015 to assist in this process.

7 2.5 In addition, Highways are working with their own consultants and the relevant local transport authorities to develop a transport modelling approach capable of informing the development of a direct link from the Strategic Trunk Road network into the Hub Station. This work should be complete by the autumn of 2015. However, it will not be possible or the Strategic Board to consider possible solutions until 2016. As a result, indicative assumptions based on existing work undertaken by HS2 Ltd will have to be made in the interim period.

2.6 East Midland Airport is also taking forward a programme of research and analysis into how the Airport’s economic potential can be maximised to the benefit our surrounding local communities. The outcome of this work will be presented to a future meeting of the Strategic Board.

2.7 Finally, the Leicester and Leicestershire LEP is taking forward a Rail Study which will evaluate the economic benefits of a number of potential rail improvements across the city and county, including the re-opening of the Burton to Leicester line to passenger movements.

3. Recommendation 3.1 Members of the Strategic Board are invited to consider papers 5a to 5e and the supporting power-point presentation, and to agree comments to inform the development of the Initial Connectivity Plan.

3.2 Any further written comments from Board members are requested by the end of July 2015.

Andrew Pritchard East Midlands Councils [email protected]

8 Appendix 1 Our Vision for HS2 in the East Midlands Councils, LEPs, universities and colleges will work in partnership with the Government to ensure that high speed rail in the East Midlands delivers unique and sustainable places that are well connected by high quality infrastructure, for people who will benefit from enhanced employment prospects resulting from targeted investment in skills and business support.

‘…unique and sustainable places…’

1. High quality design that achieves an inspiring 21st Century Gateway to the towns and cities of the East Midlands:

• an iconic yet highly functional Hub Station with provision for business meeting space and surrounded by excellent public realm and accessible green infrastructure; • viaducts and bridges which have architectural merit but that are designed to minimise the impact of noise; • cuttings and embankments which are well integrated into the natural environment and provide opportunities to improve biodiversity.

2. Planned development that uses the locational advantages of the Hub Station to strengthen and re-enforce the roles of existing settlements across the East Midlands:

• establishment of a major new high tech research/HQ institution adjacent to the Hub Station which adds value to the existing East Midlands offer; • well integrated high quality mixed tenure housing and employment development (including provision for relocated businesses),which makes best use of the land around the Hub Station and reflects the recently agreed Joint Core Strategy; • avoiding major retail development that would undermine the roles of existing centres; • maintaining the integrity of the Derby-Nottingham Greenbelt west of the M1; • continuing to invest in infrastructure elsewhere that supports the roles of existing settlements.

3. Making use of innovative and effective engineering solutions that avoid or mitigate the severance of communities and businesses in , Mansfield/Ashfield, Worksop and Chesterfield.

4. Using land value/business rate uplift and increased investor confidence around the Hub Station to address local regeneration priorities and to improve areas of low quality housing stock.

‘…that are well connected by high quality infrastructure…’

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5. Ensuring that HS2 is additional to current levels of classic service provision and using released classic rail capacity to significantly improve connectivity:

• post HS2 MML services should be re-orientated around even ‘clock face’ service pattern that would benefit Leicester and other stations along the line; • capacity released from the must enable further improvements to connectivity between Derby, Leicester and Nottingham and the northern ‘core cities’, and enhanced services for Chesterfield, Loughborough, Market Harborough, Corby, Kettering and Wellingborough; • capacity released from the East Coast Main line must enable enhanced services for Retford, Newark, Grantham and Lincoln; • capacity released from the West Coast Main Line must enable enhanced services for to both Birmingham and London.

6. Constructing direct links between HS2 and the Midland Main Line to allow some trains to run on both lines, increasing connectivity to Birmingham, the north of England and Scotland:

• a link at the Hub Station to allow for direct services from Derby, Leicester and Nottingham to Leeds, Newcastle and Scotland via HS2; • provision of a ‘Trowell Chord’ to allow for direct services from Nottingham to Birmingham via HS2.

7. Ensuring effective local multi-model accessibility to the Hub Station:

• regular and reliable heavy rail services from Derby, Leicester and Nottingham that do not compromise existing levels of connectivity between the three cities, and also from Mansfield/Ashfield & Worksop (via the Robin Hood Line) and local stations on the west of Nottingham (via the proposed Trowell Chord); • extending NET to serve areas west of the proposed Hub station at Toton; • provision for direct access from Long Eaton, Toton and Stapleford for pedestrians, cyclists, buses, taxis and local car pick-up/drop off facilities, and effective public transport connectivity to the rest of the Greater Nottingham area; • access from the strategic road network which does not result in additional traffic congestion and associated environmental problems; • providing appropriate levels of well designed station car parking, whilst avoiding the development of a ‘parkway station’; • ensuring that communities in northern Derbyshire and Nottinghamshire also have effective access to HS2 stations in Sheffield and Manchester.

8. Using innovative technology such as Integrated flexible ticketing to allow people to undertake ‘seamless’ multi-modal journeys via HS2, classic rail and other forms of public transport at reasonable prices and without booking on a specific service – reducing reliance on the private car.

10 ‘…for people who will benefit from enhanced employment prospects resulting from targeted investment in skills and business support.’

9. Rebuilding pride and excellence in the construction and manufacturing sectors through the development of a highly skilled local workforce:

• working with established centres of excellence to train the next generation of engineers, working with the High Speed Skills college • establishing apprenticeships for HS2 construction and engineering jobs • focusing on STEM subjects in schools to help local children access such opportunities.

10. Maximising the economic potential of the Staveley Maintenance Depot, building on the established strengths of the local rail supply sector to create and maintain high value manufacturing and engineering jobs across the East Midlands.

11. Increasing connectivity to new and existing major employment opportunities, including:

• East Midlands Airport; • East Midlands Gateway (Freight Interchange); • the former Stanton Iron Works site

12. Ensuring that local companies have a fair chance to win contracts to design and build HS2 and the required rolling stock:

• establishing a dedicated rail engineering support initiative to further boost the competitiveness of the sector; • encouraging local participation at HS2 procurement events.

11 East Midlands HS2 Programme Board 14th July 2015 Item 5a: Heavy Rail Connectivity

1. Introduction

1.1 This paper sets out a high level draft specification for rail services serving a Hub Station at Toton. It is based on an initial review of the relative merits of different service options, but does not at this stage include costed business cases assessments.

1.2 Further work will therefore be required in consultation with HS2 Ltd and Network Rail. Network Rail’s East Midlands Route Study (expected by the end of 2015) is tasked with considering the post HS2 situation and will provide the context within which a final specification can be developed.

1.3 The rational and detail of the draft specification is set out detail in Appendix 1 of this paper. The key points are summarised below.

2. Summary of Key Points

• The success of Toton as a Hub Station will be dependent on the extent to which it can connect key cities and towns in the East Midlands with the high speed network. Toton will not function in the same way as city centre stations like Birmingham Curzon Street or Leeds.

• For operational and economic reasons, the provision of dedicated shuttle services from Derby, Leicester/Loughborough and Nottingham to Toton will be more practical and cost effective than extending existing cross country services. Shuttle services should be of high quality and mark the effective start of the HS2 Journey for passengers.

• The provision of a classic compatible connection between an electrified Midland Main Line and HS2 has the potential to radically improve connectivity from the East Midlands to the north and west, and to improve the overall business case for HS2 – provided that classic compatible rolling stock is used.

• In particular, city centre connectivity between Nottingham and Birmingham, Leicester/Loughborough and Leeds, Leicester/Loughborough and Manchester and between Derby and Leeds can be transformed. There is also the potential to extend HS2 Toton services to York, Newcastle and Scotland via the proposed connection to the East Coast Main Line.

• In addition there is potential to establish direct heavy real connectivity between Toton and Chesterfield (via the Erewash line) and between Toton and Mansfield/Ashfield (via

12 the Robin Hood line), which would have major economic regeneration benefits for both towns.

• As well connectivity between HS2 and the classic network, it will also be important to ensure there is sufficient platform capacity existing stations and at key junctions (in particular Trent and Attenborough) on the existing network to accommodate the necessary extra trains. Network Rail’s Draft East Midlands Route Strategy has already made proposals to address a number of identified pinch points – for example additional platform capacity at Leicester station.

• However, there are some journeys that will be still best be undertaken via the classic network: Leicester to London, Leicester to Birmingham, Derby to Birmingham, and services to Sheffield city centre (assuming the HS2 Station is at Meadowhall). Here there is the opportunity to use capacity released by HS2 to improve classic rail services on these routes and for targeted line speed improvements.

Jim Bamford Nottinghamshire County Council [email protected]

Andrew Pritchard East Midlands Councils [email protected]

13 Item 5a Appendix 1

1. The purpose of heavy rail services to and from the East Midlands Hub station

1.1 The vast majority of passengers using the HS2 East Midlands Hub station at Toton will be travelling to & from the 3 East Midlands city conurbations of Derby, Greater Nottingham and Leicester (for journeys to and from the North). In this respect, Toton is completely different to the other HS2 stations at Birmingham (Curzon Street), Manchester, and Leeds, which will be city centre locations adjacent to the existing railway stations that are right at the heart of the conurbations that they serve. Similarly all the existing stations to which classic compatible HS2 trains will run - such as Liverpool, York, Darlington, Durham, Newcastle, Glasgow, and Edinburgh etc - are also right at the heart of their respective conurbations.

1.2 Thus at Toton, a very large proportion of HS2 passengers, particularly business travellers, will need to be provided with connecting rail services to and from Derby, Nottingham and Leicester. This is significantly different to all the other HS2 served stations where many HS2 passengers, including most business travellers, will disperse into the immediate city and not use an ongoing train service.

1.3 Passengers passing through the East Midlands Hub station will regard themselves as travelling to and from Derby, Nottingham and Leicester in the same way as HS2 passengers elsewhere will regard themselves as travelling to from Birmingham, Manchester or Leeds etc.

1.4 Thus the connecting train services between Toton and Derby, Nottingham and Leicester will, to all intents and purposes, be part of the HS2 journey, and will be regarded as such by HS2 passengers.

1.5 Indeed, without HS2 there would be no heavy rail services to/from Toton. The purpose of providing heavy rail services to/from Toton is precisely to enable people to make HS2 journeys to and from Derby, Nottingham, and Leicester, and their surrounding areas. The heavy rail services at Toton to/from Derby, Nottingham and Leicester therefore need to be fit for this HS2 purpose in all respects, including • Times at which they run, • Reliability, • Capacity, and • Quality of service

1.6 There also needs to be direct heavy rail access to Toton from key county towns, in particular Chesterfield (Derbyshire), Loughborough (Leicestershire) and Mansfield (Nottinghamshire).

1.7 This paper sets out a high-level specification for such heavy rail services to and from Toton that would meet this purpose and realise the requirement for Derby, Nottingham and Leicester and the key county towns (Chesterfield, Loughborough and Mansfield) to be served by HS2.

1.8 Obviously it will not be possible to provide direct rail connectivity to Toton from every single D2N2 station, and passengers from other places, such as Attenborough, , Bingham, Hucknall etc. will continue to have to change at Nottingham or Derby.

14 2. The times at which services should run

2.1 HS2 has published an ‘illustrative train service’ to be used for all planning purposes. It shows the following service pattern at the East Midlands Hub station at Toton.

15 2.2 The times of these services have not been published as, quite understandably, HS2 ltd says a precise timetable will not be developed until much nearer the opening date. However it is obviously beneficial in every respect (optimising service to passengers, making best use of infrastructure, maximising revenue etc) for the entire HS2 network for services to run at regular intervals i.e. if there are 3 trains per hour they should run every 20 minutes etc.

2.3 Thus, the best working assumption is that • the 3 trains per hour Toton - London will run at intervals of 20 minutes; • the 3 trains per hour Toton - Birmingham will run at intervals of 20 minutes;

2.4 Unfortunately, the position is more complicated to and from the North because those services will be a mixture of the London trains and Birmingham trains, but as far as possible HS2 ltd will try to run them at evenly-spaced intervals, so the best working assumption is that • the 4 trains per hour Toton – Leeds will run at intervals of circa 15 minutes; and • the 2 trains per hour Toton - York will run at intervals of circa 30 minutes

a) Connections to/from London

2.5 If HS2 services Toton - London will be every 20 minutes then the connecting services to and from Derby and Nottingham also need to run at the same intervals of 20 minutes, so that they provide optimal connections.

2.6 This requirement to run at the same 20 minute interval as the HS2 services applies in both directions i.e. there needs to be • a train from Derby to Toton every 20 minutes; and • a train from Toton to Derby every 20 minutes; and • a train from Nottingham to Toton every 20 minutes; and • a train from Toton to Nottingham every 20 minutes.

2.7 Because HS2 will be providing services for Leicester to and from the North (Leeds, Newcastle etc), but not to and from London, timing of the Leicester - Toton trains are set out in sections 2d & 2f rather than here.

2.8 Because travel to and from London will be the largest volume of journeys, including business journeys, those services have the very greatest need to optimise connections both into and out of the HS2 London trains. So, for journeys to London a train from Derby and a train from Nottingham will each need to arrive at Toton in time to connect into each London bound HS2 train. Similarly, for each HS2 train from London there will need to be a train to Derby and a train to Nottingham.

2.9 Connections need to allow sufficient time to be reliable (and to be perceived as being reliable), but also need to be no longer than is necessary so as not to extend the Derby - London or Nottingham - London overall journey times. In its published journey time information HS2 ltd has used a 5 minute connection time at Toton, but it is understood that in its business case calculations HS2 ltd has used a 7 minute connection time at Toton.

2.10 East Midlands’ representatives have drawn this inconsistency to the attention of HS2 Ltd, and pointed out that it needs resolving by establishing what is the shortest connecting time that can reliably be used, and then consistently using that shortest connecting time for all purposes.

16 2.11 These Derby - Toton, and Nottingham - Toton services need to be services dedicated to providing the Derby - Toton, and Nottingham - Toton arms of the Derby - London and Nottingham - London HS2 journeys. They cannot be provided by existing rail services in the East Midlands. This is for a number of reasons, including the fact that the times at which existing trains run is constrained by all sorts of factors

2.12 A crucial point to note is that there are no existing trains which run between only Derby and Nottingham. In fact all existing trains run considerably longer distances - to/from Cardiff via Birmingham, Cheltenham and Gloucester; to/from Lincoln etc. and in the relatively recent past to/from Stoke and Crewe. The times at which these trains can run are obviously constrained by the need to fit in with the many other services that use all the lines on which they run. This is compounded by the fact that they run through some of the busiest and most congested section of the UK rail network e.g. the trains to Cardiff

. have to fit through Birmingham New Street, which is possibly the single most congested point on the entire UK rail network; • between Birmingham and Gloucester they have to fit in between the InterCity service Birmingham – Bristol/Exeter/Plymouth/the West Country, as well as freight trains; and • between Newport and Cardiff they have to fit in between the InterCity service London – Cardiff as well as South Wales commuter services and freight trains.

2.13 It would be completely unrealistic to expect that the timing of all these other services could or would be adjusted simply in order to allow our trains to run between Derby and Nottingham at exact intervals of 20 minutes.

2.14 But existing Derby = Nottingham trains do not run at intervals of 20 minutes. At present there are 3 Derby – Nottingham trains per hour, which depart • Derby at xx.08, xx.13, and xx.40 • and Nottingham at xx.10, xx.20, xx.40

2.15 This very graphically illustrates the complete impracticality of trying to use existing trains to provide the Toton connections. As can be seen, under the HS2 Ltd proposal there would be a gap of no less than 28 minutes between trains from Derby to Toton, and 30 minutes between trains from Nottingham to Toton with the effect that one third of all trains between Toton and London would have no connection to/from Derby or to/from Nottingham. This would be completely unacceptable – indeed it is difficult to imagine why HS2 would even consider such a proposal.

2.16 The simple fact is that it would be completely impossible to use existing trains to provide Derby and Nottingham at Toton connections at Toton at the required times. The only possible way to ensure that the connecting trains Derby – Toton and Nottingham – Toton can run at the required times is to have dedicated Derby – Toton and Nottingham – Toton shuttle services whose times could be set as required to provide the optimum connections at Toton.

2.17 Dedicated Derby – Toton and Nottingham – Toton shuttle services would also provide the ability to adjust the times of the Derby and Nottingham connections whenever there was a change to the HS2 timetable. That of course would not be possible using existing longer distance services, since it would be completely unrealistic to expect the national rail timetable to be substantially adjusted (e.g. through Birmingham New Street etc.) each and every time HS2 wanted to change its timetable.

17 b) Connections to/from Birmingham

2.18 As stated above, HS2 Ltd plans to run 3 trains per hour between Birmingham Curzon Street (which is the station in Birmingham city centre) and Toton, which will continue northwards to either Leeds or Newcastle. The times at which these services will run have not yet been published as the precise timetable will not be developed until much nearer the opening date. As with the London trains it would be most beneficial for those trains run at even spaced intervals, but the fact that they are going to different destinations means that there are two different plausible ways in which they could be spaced:

. the 3 trains could run at 20-minute intervals Birmingham – Toton - Sheffield, with 2 of the trains then going to Leeds and 1 train going to Newcastle. That would be the best option for the East Midlands, as it would provide the optimum spacing between Toton and Birmingham. However it would have the down side of unbalancing the Birmingham - Leeds service, and leaving a gap of 40 minutes between Birmingham - Leeds services every hour.

or

. the 2 Birmingham - Toton - Sheffield - Leeds trains could run at intervals of 30 minutes, with the Birmingham – Toton – Sheffield – York – Darlington - Newcastle service running in between one pair of Birmingham - Leeds trains. That will provide optimum spacing for the Birmingham - Leeds service, but would be less good for the East Midlands as it would unbalance the Birmingham - Toton service and leave a gap of 30 minutes each hour where there was no Toton - Birmingham service.

2.19 Whichever option is adopted, the Birmingham – Toton trains will obviously have to run at different times to the London - Toton trains. The headway (i.e. the minimum time) between trains anywhere on the HS2 network is 3¾ minutes, which would mean there would need to be a gap of at least 4 minutes between the scheduled time of a Toton - London train and they Toton - Birmingham train. The gap may of course be longer than that, and could in theory be anything up to 10 minutes (it could not be more of that of course, since if it is more than 10 minutes since the last Toton - London train, then it would be less than 10 minutes to the next Toton - London train).

2.20 The Derby and Nottingham shuttle trains described in 2a (above) will be timed to optimise connections into and out of Toton - London trains. This means that, to achieve the published Derby - London and Nottingham - London journey times, the Derby and Nottingham shuttle trains will need to arrive at Toton 5 minutes before each train to London, and depart Toton 5 minutes after each train from London. So the connection that they could provide into and out of Birmingham trains will be between 9 –15 minutes, since they will arrive 5 minutes before each London train and each Birmingham train will be between 4 –10 minutes after each London train. That would obviously extend the Derby - Birmingham and Nottingham - Birmingham journey times and make them longer than the times that have been published by HS2 Ltd, which is obviously undesirable but which is unfortunately unavoidable.

2.21 Fortunately Derby can continue to have an excellent, frequent and fast service to & from Birmingham simply by continuing to run regular non-stop Derby - Birmingham express trains every 30 minutes, as happens at present. Currently there are 4 trains each way per hour right throughout the day between Birmingham - Derby, two of which are 125mph express trains with a minimum journey time of 35 minutes.i

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2.22 This means that the Derby - Toton trains will not need to provide connections into and out of the Toton - Birmingham trains, as Derby - Birmingham passengers will be much better served me by the direct Derby - Birmingham express service.

2.23 However, that would still leave a problem of longer than optimum connecting times at Toton for Nottingham – Birmingham passengers. This would be solved to a significant degree by having a direct classic compatible HS2 service between Birmingham Curzon Street and Nottingham. Ideally there should be 2 such direct classic compatible trains per hour Nottingham - Birmingham Curzon Street.

c) Leicester – Birmingham

2.24 Leicester - Birmingham journeys will continue to be made via the existing direct classic rail route, which is half the distance of going via Toton and so ought to make it quicker.

2.25 In his October 2014 report ‘Rebalancing Britain’ one of the main points on which Sir David Higgins rightly focused was the very poor east-west connectivity of the existing rail services to England’s biggest cities. Sir David pointed out that:

“I acknowledged in HS2 Plus that East-West connectivity is just as important as North-South. And that is as true in the Midlands as from Liverpool to Hull and to the North East.” ii

Leicester - Birmingham is the Midlands equivalent of Manchester – Sheffield, and Leicester - Birmingham connectivity is every bit as important to the national economy. Leicester - Birmingham connectivity therefore needs to be at the same standard that is rightly being applied to east-west connectivity between the big cities of the north of England.

Sir David noted that: “The average journey time between Leeds and Manchester is currently around 55 minutes to travel a distance of just 40 miles, often on crowded trains. Reliability is difficult. Nothing illustrates better the poor connectivity East-West across the North, which is why I believe it should be a priority to start improving that situation.” iii

2.26 Leicester to Birmingham is also 40 miles (strictly 39¾ miles), and also takes around 55 minutes.iv If 55 minutes is unacceptable for 40 miles in the north then it is equally unacceptable for 40 miles in the Midlands.

2.27 Following representations by the East Midlands Rail Forum (an officer grouping of Local Transport Authorities), the formal ‘Initial Industry Plan’ for the England and Wales railway network for 2014 - 2019 identified the Birmingham - Leicester - Cambridge - Stansted route for development as one of 3 “exemplar” line speed schemes to substantially cut journey times.v It would also very fortuitously reduce operating costs because with shorter journey times each train would complete a round trip more quickly and so be able to make more trips per day, thus meaning that less rolling stock and fewer drivers and conductors would be needed to operate the same frequency of train service.

2.28 The initial industry plan which identified Birmingham - Leicester for development as a national “exemplar” was published in 2011, but regrettably nothing has been done so far to take the scheme forward. This needs to change and an immediate start needs to be made on establishing what works would be required to raise the Leicester - Birmingham end-to-

19 end speed in the first instance to 60 mph, and so reduce the Leicester - Birmingham journey time to 40 minutes. This needs to be taken forward urgently in exactly the same way that east-west improvements are now urgently being taken forward in the North of England.

2.29 It is worth noting that this significant improvement in Leicester - Birmingham connectivity could easily be provided within the next few years and certainly much before the opening of HS2.

d) Connections to/from Leeds

2.30 The Eastern arm of the proposed HS2 ‘Y’ network will have plenty of spare capacity on it to run additional classic compatible trains from Toton to the North. This is because HS2 network is being designed to be capable of accommodating 16 trains per hour, which is the number that is needed between London and Birmingham. However north of Birmingham the services split in 2 directions onto the western and eastern arms of the ‘Y’, and the eastern arm is only planned to have 10 trains per hour. Thus there will be spare capacity (‘paths’, as they are called) for a further 6 trains per hour Birmingham – Toton – Sheffield - Leeds. It would therefore be very easy to fit in just 1 or 2 additional trains per hour Toton – Sheffield – Leeds.

2.31 It would therefore be perfectly possible to run classic compatible HS2 services from Derby and/or Leicester and/or Nottingham to Toton and then along the HS2 Eastern arm to Leeds. Because the spare capacity will exist between Toton and Leeds there would be no need for any additional works north of Toton, nor any additional expenditure required, for such trains from Derby, Leicester or Nottingham. All that would be required is a short section of track at Toton to connect the classic network to the HS2 line.

2.32 The HS2 Ltd indicative timetable shows 4 trains per hour Toton - Leeds, 2 to/from London, and 2 to/from Birmingham. That could in theory provide a train every 15 minutes Toton - Leeds, although for the reasons explained above (see section re ‘connections to/from Birmingham’) it is unlikely that these trains will all be spaced at perfect 15 minutes intervals.

2.34 This high frequency means that, although it won’t be possible to time the Derby - Toton and Nottingham - Toton shuttle trains to provide perfect connections with the HS2 Leeds trains, the shuttle trains should provide reasonably good connections in most cases, with an average connecting time of 7½ minutes. This is slightly more than the 5 minutes assumed so far by HS2 Ltd for these connections, and would therefore extend the Derby - Leeds and Nottingham – Leeds journey times by 2½ minutes compared to the journey times that have been published by HS2 Ltd. This 2½ minute extension of journey times is clearly undesirable but in the circumstances it is difficult to see how it could be avoided other than by running a separate set of dedicated shuttle services which were timed to connect into and out of Toton - Leeds trains. It is therefore a compromise to which the East Midlands will probably have to become reconciled.

2.35 For Leicester, the main benefit from the HS2 network will be improved services to and from Leeds and places further to the north. Currently Leicester has no regular direct service to and from Leeds (nor to Manchester), even though Leicester - Leeds is the M1 corridor i.e. England’s number one motorway. The absence of direct Leicester - Leeds and Leicester -

20 Manchester services are the most significant connectivity gaps in the entire British railway network: it is inconceivable that cities of such importance and proximity would not have direct services in other Western European countries such as Germany, France, Italy etc. Filling this gap and providing direct Leicester - Leeds connectivity should be a very significant benefit of the HS2 Eastern arm.

2.36 There therefore needs to be a direct classic compatible HS2 train every hour in each direction between Leicester and Leeds. This train should also call at Loughborough to provide connectivity to and from the North for this key driver of the local economy. This would require a connecting section of track between the classic rail network and the HS2 Eastern arm somewhere in and around Toton (see section 8 below).

2.37 A second journey opportunity every hour between Leicester/Loughborough and Leeds should be provided. This could be provided by a Leicester – Loughborough - Toton dedicated shuttle service that should be timed so as to provide perfect five minutes connections into a Toton - Leeds train and out of a Leeds - Toton train. This should be operated with a 125mph train to take advantage of the sections of track between Leicester and Trent that, as a result of recent investment, have already had their speed limit raised to 125 mph. This should give a Leicester - Toton journey time of around 20 minutes (or possibly a bit less), which would mean that one train set should be able to provide both the Leicester – Toton and Toton - Leicester shuttle each hour. Operating such a connecting such a shuttle with just 1 train would be a very economical way of providing this service.

2.38 The shuttle service should be timed to be halfway between the hourly Leicester – Loughborough - Leeds direct classic compatible HS2 service. This would give a Leicester - Loughborough - Leeds journey opportunity every 30 minutes, comprising one direct classic compatible service and one service with a change at Toton, with the journey time of 54 minutes. This compares to the current service which is effectively just 1 indirect journey opportunity per hour requiring a change of train at Sheffield with a journey time of 2 hours.

2.39 In due course as traffic builds up it may be possible that the Leicester – Loughborough - Toton shuttle service could be replaced by a second classic compatible HS2 train from Leicester and Loughborough which could run to York and Newcastle (see 2f below).

2.40 Nottingham does have a current train service to Leeds but the journey times are extremely poor with the 82 miles taking no less than 2hours = 41mph. Indeed the current journey time is significantly worse than that achieved by British Rail 35 years ago. Nottingham - Leeds was the other scheme (along with Leicester – Birmingham) that was identified in 2011 for development as a national “exemplar” for journey time improvement. Unfortunately, as with Leicester - Birmingham, the rail industry has done almost nothing about the Nottingham - Leeds scheme since 2011, although following relentless pressure from Nottinghamshire County Council the issue has at last started to be looked at in 2015. However even if this does come to fruition the Nottingham – Leeds journey time is likely to still be well over 1hour, whereas with HS2 it would be 46 minutes.

2.41 There should be a direct classic compatible train every hour in each direction between Nottingham and Leeds, including a call at Beeston for the adjacent Enterprise Zone.

2.42 Derby already has a reasonable direct service to/from Leeds, operated by 125 mph trains, with a journey time of 75 minutes. This is 45 minutes quicker than the Nottingham - Leeds current journey time, and requires an end-to-end speed of 60 mph, which is reasonable but

21 not as good as could be achieved from 125 mph trains. The end-to-end speed is constrained by the fact that there are currently few sections of the track on which the trains can travel at their top speed.

2.43 Just as with Leicester and Nottingham, it would be possible to run a Derby - Toton classic compatible HS2 train which could join at Toton with portions from Leicester and Nottingham and go forward to Leeds. Such an arrangement should be capable of giving a Derby - Leeds journey time of around 49 minutes (Derby - Toton 15 minutes + 5 minutes to join trains at Toton + 29 minutes Toton - Leeds).

2.44 To provide economical operation of these classic compatible services, it would be perfectly possible for them to run as portions from Derby, Leicester and Nottingham, with no these portions joining at Toton and then running together as one longer train between Toton and Leeds. This would allow the portions to be the appropriate size to cater for whatever will be the actual flow of passengers for Derby, for Leicester/Loughborough and for Nottingham/Beeston.

e) Connections to & from Sheffield

2.45 It should be noted that, with HS2 ltd’s current plan to have a station at Meadowhall rather than Sheffield, there will be no need to provide connections at Toton for people travelling Derby or Nottingham - Sheffield, as both Derby – Sheffield and Nottingham - Sheffield will continue to be a quicker journey via the existing network. Indeed the fastest journey times are already: • Derby – Sheffield 30 minutes • Nottingham - Sheffield 46 minutes

2.46 Enhancements which will raise the speed limits and so cut those journey times are currently planned on both routes.vi Even before any enhancement, the direct routes are already quicker

Time in Minutes Time in Minutes Direct Via HS2 Direct Via HS2 Derby – Toton 15 12 Nottingham - Toton Change at Toton 7½ 5 Toton – Meadowhall 17 17 Change at Meadowhall 7½ 5 Meadowhall - Sheffield 5-8 5 - 8 Total Derby - Sheffield 30 52 - 55 Total Nottingham - Sheffield 48 49 - 52

2.47 Obviously no Derby - Sheffield or Nottingham - Sheffield passenger is going to incur the hassle of changing trains twice at both Toton and Meadowhall and incur a longer journey time when they can travel considerably more quickly on a frequent and direct train on the existing network.

2.48 Should the choice be made for city centre station at Sheffield Victoria, that would change things as it would then mean that Leicester - Sheffield and Nottingham – Sheffield would become quicker via HS2. This could add to the value of the classic compatible trains from Leicester and Nottingham (see sections 2d & 2f below).

22 f) Connections to/from York, the north-east & Scotland

2.49 Current rail connectivity from the three cities to the north-east and Scotland is currently very poor. Even for Derby, which currently has a train every half-hour to and from Newcastle one of which runs to from Edinburgh every hour, journey times are not fast – generally 2½ hours to/from Newcastle. Leicester and Nottingham don’t even have any direct service to Newcastle or Scotland, so journeys are both indirect and relatively slow.

2.50 The HS2 Ltd indicative timetable shows 2 trains per hour between Toton and the north-east • 1 train per hour London – Toton - York; and • 1 train per hour Birmingham – Toton – York – Darlington – Durham - Newcastle

2.51 However although it would be possible to run trains to and from Scotland via the Eastern arm, no such decision has yet been taken, and the HS2 ltd indicative timetable does not show any trains between Toton and Edinburgh.

2.52 To transform connectivity between the three cities and the north-east and Scotland there should be a classic compatible train every hour formed of portions Derby/Leicester/Nottingham – Toton – York – Darlington – Newcastle – Edinburgh.

g) Chesterfield

2.53 Chesterfield already has a very good current train service, including • 2 trains per hour to/from London, • 1 train per hour to/from Birmingham, and • 2 trains per hour to/from Leeds

2.54 All of which journey opportunities will need to be maintained post HS2. Chesterfield also currently has 5 trains per hour to/from Sheffield, although these would not be replaced by HS2, and will need to continue in an equivalent to their current form.

2.55 There is a direct railway route from Chesterfield to Toton which goes along the Chesterfield - Nottingham line down the Erewash Valley as far as Trowell junction, where the lines diverged, with the Nottingham line curving off to the east whilst another line carries straight on southwards from Trowell to Toton. The Trowell - Toton line does not currently have any scheduled passenger services but is regularly used as a diversionary route for passenger trains during engineering works on the Chesterfield - Derby line. Chesterfield - Toton by this route is 25 miles, and a direct service should be possible taking 20 minutes = 75mph

2.56 There therefore needs to be a Chesterfield - Toton shuttle service of at least 2 trains per hour, timed to provide optimum connections into and out of the HS2 London trains, and the best achievable connection into and out of HS2 Birmingham trains.

2.57 Such a service is absolutely essential to maintain Chesterfield’s connectivity and hence continue to support the Chesterfield/north-east Derbyshire economy.

2.58 Chesterfield - Leeds journeys would be done via the Sheffield city region HS2 station rather than via Toton, as obviously it would make no sense for Chesterfield passengers to travel 25 miles to the south before heading northwards again for Leeds. It should be noted that Chesterfield - Leeds journeys would be far, far better served by having the Sheffield city

23 region HS2 station at Victoria rather than Meadowhall because

• there are 5 trains per hour Chesterfield - Sheffield, but only 1 train per hour Chesterfield - Meadowhall and the extreme congestion at Sheffield and along the distance between Sheffield and Meadowhall would make it extremely (and probably prohibitively) expensive to provide the capacity for the 4 additional Chesterfield trains per hour that would be necessary to give Meadowhall frequency that matched Victoria; and • Chesterfield - Leeds journey times would be shorter via Victoria and longer via Meadowhall.

h) Mansfield

2.59 Mansfield currently has a very poor train service to and from both London and Birmingham, with very slow journey times. HS2 offers the opportunity to totally transform this and transform journey times to/from both London and Birmingham.

Now With HS2 Time saving Mansfield – London 2hours 21 1 hour 30 51 minutes Mansfield – Birmingham 2 hours 12 58 minutes 1 hour 14 minutes

2.60 This would be possible because there is a railway line that leads directly from the Robin Hood line at Kirkby in Ashfield down into the Erewash Valley where it joins the Chesterfield - Toton route. Currently this line from Kirkby-in-Ashfield is only used by freight trains, but it is perfectly capable of use for passenger train if/when required.

2.61 There therefore needs to be a Mansfield - Kirkby - Toton shuttle service of at least 2 trains per hour, timed to provide optimum connections into and out of the HS2 London trains, and the best achievable connection into and out of HS2 Birmingham trains.

2.62 Such a service would be likely to have a really transformative effect on the economies of both Ashfield and Mansfield, and such economic transformation is after all the fundamental purpose of HS2.

24 3. Reliability

3.1 The HS2 network is being designed so as to produce extremely high levels of reliability. In fact it will have to be extremely reliable, because it is planned to run 16 trains per hour on the section between London and Birmingham i.e. a train every 4 minutes throughout the whole day, which would only be possible with the very highest levels of reliability. This is exactly what happens on intensively used high-speed rail networks elsewhere in the world e.g. Japan.

3.2 For many journeys seat reservations will be required, not least because it is expected that many HS2 trains will be full or nearly full. Millions of HS2 passengers will therefore be committed to travelling on a particular train.

3.3 For both of those reasons it will be imperative that connecting services to and from Toton make their connections with the same very highest level of reliability. There will be no possibility whatsoever of HS2 trains waiting at Toton for the arrival of a late running connecting service from Derby or Nottingham. Nor will there be any real scope for passengers from Derby or Nottingham who are delayed by a late running connecting service to travel on the next HS2 train, since they won’t have a ticket for that and in any case it is unlikely to have enough spare room for all of them.

3.4 The best way to ensure maximum reliability is to run self-contained shuttle trains over the relatively short distances Derby - Toton, Leicester - Toton, and Nottingham - Toton. The short distance and being self-contained will minimise the scope for delay being caused by other trains on the network.

3.5 In contrast, trying to use existing longer-distance services to serve Toton means that those services might be delayed at any location on their whole journey. This was illustrated very powerfully when the Director of HS2 Phase 2, Ian Jordan, visited the East Midlands in December 2014 to get a feel for the existing services he travelled Derby - Nottingham, then Nottingham - Derby, and finally Derby - Leicester. The 3 trains on which he chose to travel were all late, by 5, 8 and 2 minutes respectively. Those might seem relatively modest delays, but each of them would have been enough to mean that, had he been using those train to access HS2 at Toton he would have certainly missed 2 of his 3 HS2 trains: and might also have missed the third, as he would only have had 3 minutes to alight from his connecting train, walk along the platform, go up the escalator and onto the HS2 platform - something that might be possible for someone reasonably agile, but which might well be a problem for anyone encumbered with heavy luggage.

3.6 The cause of delays to those 3 trains was:-

. following a slightly late running freight train near Tamworth; . the train taking longer at all its station stops because it was so overloaded that it took longer than scheduled for passengers to alight and board; and . following a slightly late running freight train between and Chesterfield.

3.7 It is notable that 2 of these 3 causes of late running did not happen between Derby and Nottingham, but rather were caused by factors much farther away. This illustrates very clearly that the longer the distance over which a train runs, the more opportunity there is for it to be delayed by something or the other.

25 3.8 Had those two trains been a dedicated Derby – Toton, or Nottingham - Toton shuttle neither of them would have been affected by the causes of those delays, and they would both have been able to depart Derby and Nottingham respectively exactly on time. It is equally notable that the cause of delay to the third train was due to a different factor – overcrowding of an existing service - that would also have been avoided had the train been a dedicated Derby – Toton, or Nottingham - Toton shuttle (see point 4 below).

3.9 The fact is that the connecting services Derby - Toton, Leicester - Toton, and Nottingham - Toton will have to run with the same 100% reliability that will apply to HS2, to enable the planned 5-minute connections at Toton to work. Any real delay on the connecting services and connections will break down. But the existing services are not officially required to run so precisely to–the–minute: rather the official standard of reliability that is applied to them is that they should run no later than 5 minutes late. That standard is simply not good enough for connecting services to and from Toton, for which it will be necessary to run trains on time to the precise minute.

26 4. Capacity

4.1 Heavy rail services between Toton and Derby, Leicester and Nottingham need to to have sufficient capacity for all HS2 passengers – i.e. enough seats for everybody to sit down.

4.2 Each HS2 train will have 1100 seats, and while obviously not all trains will be full, some will i.e. some HS2 trains will have 1100 passengers. The number of those that will board and alight at Toton will vary from train to train, and the proportion who access Toton by rail (and by car, tram, bus etc) will also vary for each HS2 train. HS2 ltd estimate that the largest number of passengers using any heavy rail connecting train will be 200.

4.4 The heavy rail services to and from Derby, Leicester and Nottingham therefore need to have sufficient capacity to meet levels of patronage projected by HS2 Ltd

4.5 An important point to note is that some of the existing services between Derby, Leicester and Nottingham are already full – indeed on the busiest trains some of the current passengers have to stand. Of course there are also other trains at other times of the day on which there are some spare seats, but there only a tiny number of trains that have anywhere near 200 spare seats. The simple fact is that attempting to use the existing train services, as has been considered by HS2 ltd, would involve a very large proportion of HS2 passengers having to stand between Toton and Derby, Leicester or Nottingham.

4.6 Indeed using existing trains there would be a significant number of trains on which it would literally not be possible to accommodate both existing passengers and HS2 passengers, which would mean that a frequent occurrence would be that some HS2 passengers would be left on the platforms at Derby, Leicester or Nottingham, having been literally unable to board their connecting service. This would be completely unacceptable. It would also be completely unworkable, since HS2 passengers will be required to book a seat on a particular HS2 train and will not be able to swap en-masse to a later train (on which there might well not be any room anyway), simply because they hadn't been able to get on their connecting train from Derby, or Leicester or Nottingham.

4.7 So the simplest and most efficient way of providing the correct capacity would be through having dedicated shuttle services between Toton and Derby, Leicester and Nottingham. The number of vehicles on these dedicated shuttle trains could be tailored precisely to the predicted volume of passengers which would required

• Derby - shuttle train of 2 vehicles • Leicester - shuttle train of 1 vehicle • Nottingham - shuttle train of 3 vehicles

4.8 It would of course be easy to increase the number of vehicles on any of these shuttle trains if actual demand turned out to be greater than had been predicted.

4.9 It should be noted that dedicated connecting shuttle services is the most efficient way of providing this capacity, since all trains would be the optimum length throughout their journey.

4.10 Of course it would be possible to add additional vehicles to the existing trains – but there are a number of disadvantages to doing so, in particular because that would require a far greater number of vehicles than a dedicated shuttle service. This is because:

• If extra vehicles were to be attached to existing trains the quantity of additional vehicles would have to be sufficient not just for the new HS2 passengers but also to accommodate those existing passengers who currently have to stand – otherwise there would still be standing

27 passengers, some of whom would now be HS2 passengers, which would be completely unacceptable. So for instance the current Newark – Nottingham – Derby – Matlock service, which is one of the services that HS2 ltd has selected as a potential service to serve Toton, trains would have to be lengthened by 1 vehicle to accommodate those passengers who currently have to stand and a further 3 vehicles to accommodate the up to 200 Nottingham - Toton HS2 passengers. Thus they would need to increase from the current 2 vehicles to 6 vehicles per train in order to provide all passengers with a seat, including all HS2 passengers.

• If extra vehicles were attached to existing trains then those extra vehicles would operate over a very much greater distance than just between Derby/Nottingham and Toton e.g. Newark/Lincoln – Nottingham – Derby - Matlock; or Cardiff – Gloucester – Birmingham – Derby – Nottingham (and which is likely to be extended on to Lincoln in 2019). Even the shortest distance train which currently operates between Derby and Nottingham takes nearly 2 hours end to end, which means that each train takes 4 hours for a complete circuit. For an hourly frequency there therefore needs to be 4 train sets to operate this service.

4.11 Thus in the Newark/Lincoln – Nottingham – Derby - Matlock example the number of extra vehicles required would be • 4 vehicles per train set • times 4 train sets • equals 16 additional vehicles in total, just to provide 1 train an hour in each direction Derby - Toton and Nottingham - Toton.

4.12 That compares with only 5 additional vehicles – 2 for Derby and 3 for Nottingham - that would be required to provide one dedicated shuttle train an hour in each direction Derby - Toton and Nottingham - Toton.

4.13 It should be noted that trying to lengthen other existing services would require an even more profligate number of additional vehicles e.g. Cardiff – Birmingham – Derby – Nottingham requires 7 train sets (which will become 8 train sets when it is extended to Lincoln). Adding 4 additional vehicles to those would require 4 x 7 = 28 additional vehicles (32 additional vehicles when it is extended to Lincoln), simply to provide the required capacity on just 1 train per hour Derby - Toton and Nottingham – Toton. That would be a ludicrously expensive way to provide just 1 train per hour Derby - Toton and Nottingham – Toton when it could be provided with just 5 additional vehicles by using dedicated shuttle services.

4.14 Consideration could be given to attaching and detaching any additional vehicles to existing trains, but that is far less easy than might be supposed. The main problem with attaching and detaching is that it adds complexity and its own costs.

• Either you leave the detached vehicles sitting in a platform for some time until the arrival of the next train to which it will attach, which clogs up a platform for long periods of time every hour;

• or you move them out of the way into a siding and then back in again to the platform when they are required to be added to the next arriving train, which would add 96 additional train movements per day (6 per hour x 16 hours) at locations which are already congested. It would also require the employment of additional drivers throughout the day to make these empty stock movements.

28 4.15 But all the locations at which one might wish to attach and detach vehicles are already severely congested. For example, Network Rail is just about (in 2017) to invest around £70 million at Derby building an additional 2 platforms (and footbridge access to it) and installing additional track, points, and signals in order to ease the existing congestion which routinely delays thousands of trains per annum into and out of Derby. The whole point of this very significant investment at Derby, for which local authorities across the region spent several years intensively lobbying the government (because trains from across the East Midlands run through Derby and suffer from the delays caused by the existing congestion), is to provide for greater capacity so that conditions are improved in future for all trains passing through Derby. It would render that investment futile to take up a large part of the increased capacity of either the platforms or the track layout simply in order to attach and detach vehicles to Toton trains.

4.16 The same problems of congestion apply at many other places too, and severely constrain where it might be possible to attach or detach vehicles to trains. At the other station stops on the Nottingham – Derby - Cardiff route congestion is already so severe that it would prevent attaching and detaching trains at Burton on Trent, or at Tamworth, or (especially) at Birmingham New Street, or at Birmingham University, or at Bromsgrove, or at Cheltenham. The first place where there might conceivably be sufficient capacity to do so might be Gloucester (which is nearly 2 hours journey time from Derby), although there are plans to increase the frequency of Gloucester - London services in the near future which may very well fill up any remaining capacity at Gloucester.

4.17 These constraints are not immediately apparent to the uninformed travelling public - indeed most people’s gut reaction, before they have had things explained to them, would be to think it would be easy to just add some extra vehicles to existing train. But the constraints set out in this section are very real - indeed they currently apply at many places across the UK rail network where, when additional capacity is required over a short distance, it is provided by running additional trains over that short distance rather than adding vehicles to much longer distance services.

4.18 Indeed there is an example of this between Derby and Nottingham where the number of passengers has been steadily growing for many years. By 2008 trains had become very crowded in the morning and evening peak periods. The DfT recognised the need to provide additional capacity and looked at the most economical way in which it could be done. The 2 options considered were precisely those that have been set out in this section of this report i.e.

. add additional vehicles to existing trains, or . run additional trains.

4.19 On considering the matter DfT concluded that the cheapest and most cost-effective way of providing the additional capacity required was to run additional trains. So, for example, in addition to the long-standing 16.41 Nottingham - Derby - Birmingham service which had become overcrowded, a new 2-coach train was introduced at 16.44 Nottingham – Derby.

4.20 This was done precisely because the additional 2 coaches were needed between Nottingham and Derby but were not needed between Derby - Burton on Trent – Tamworth – Birmingham: nor indeed were they needed after the train had reached Birmingham (by which time the evening rush- hour is more or less over). The 2 additional coaches were however needed at Derby to provide an additional train back to Nottingham at 17.51 to relieve crowding on a Cardiff – Derby - Nottingham train which leaves Derby a few minutes before 17.51.

4.21 DfT could have amended the Cross-Country franchise so as to have required Cross-Country to add additional vehicles to the 16.41 Nottingham – Derby - Birmingham. DFT did not do so, but instead specified that the (then) new East Midlands Trains franchise should operate new, additional trains at 16.44 Nottingham – Derby (calling at almost exactly the same stations as the 16.41), and at 17.51 Derby - Nottingham.

29

4.22 This example graphically illustrates the point. DfT had the opportunity to lengthen an existing train but chose not to do so. Instead it specified that an additional train should run just 3 minutes later but only over the section of route for which the additional capacity was required i.e. Nottingham – Derby. DfT is under a very strict obligation to procure required train services in the most cost efficient manner - and the most cost efficient way to provide required extra capacity over this short distance was to run an additional train 3 minutes after an existing service.

4.23 The plain fact is that the simplest and cheapest way to provide the required capacity for HS2 passengers at Toton would be to run dedicated shuttle services to/from Derby, Leicester, and Nottingham.

30 5. Quality of service

5.1 Since the connecting train services between Toton and Derby, Nottingham and Leicester will, to all intents and purposes, be part of the HS2 journey, and will be regarded as such by HS2 passengers, the connecting train services need to be of a similar quality. They will of course be provided by a different make of vehicle to that on HS2 trains, but the quality must be broadly compatible.

5.2 So for example the trains will need to have • both first and standard class; • air-conditioning; • reliable toilets; • plenty of luggage space, as long distance passengers generally carry far more luggage than short distance passengers.

5.3 As with all the other aspects of connectivity from Toton to Derby, Leicester and Nottingham, the only way to ensure the appropriate quality of vehicles is by having a dedicated shuttle service, for which the facilities and quality of vehicles would be chosen precisely and solely for the purpose of providing the connections to HS2 trains.

5.4 In stark contrast, attempting to use existing services would mean that Toton was served with an extremely mixed bag of rolling stock. Some of the existing Derby - Nottingham trains, (which HS2 Ltd has considered for connecting services) are over 30 years old, have no air conditioning, no first- class at all, and only one toilet. Nor could any guarantees ever be given about the quality of rolling stock that might be used on other services at any time in the future, since the precise rolling stock would be determined by the financial constraints under which future franchises were let, which obviously will vary from time to time. The rolling stock which franchises acquire will be determined by the general needs of their services, and could not ever be dictated by the requirement for one small short distance section of operation.

31 6. Economy of operation

6.1 It should be noted that, fortuitously, dedicated shuttle services not only provide a superior service in every one of the 4 key respects :– • The times at which they could run, • Reliability, • Capacity, and • Quality of service

6.2 But they are also the cheapest way of providing heavy rail connectivity to Toton, and they would require far less rolling stock that any other arrangement

32 7. Distorting effect on existing services

7.1 The case for dedicated shuttle services to and from Toton is so powerful that it stands entirely in its own right. However it is worth noting there is yet a further reason to have dedicated shuttle services rather than try and use existing services, which is that trying to use existing services would have a very detrimental distorting effect on these existing services, in particular by significantly lengthening their journey times.

7.2 Currently the fastest Derby - Nottingham journey time by an existing train is 20 minutes,vii and the slowest is 34 minutes.viii If that existing train was diverted to run via Toton its journey time would be lengthen. Toton is not even on the existing Derby - Nottingham line so trains would have to divert at Trent junction, run an additional 2½ miles to Toton, wait for the driver to change ends at Toton and conduct a brake test, and run an additional 2 miles back to Attenborough junction. The time this would take is • 3 minutes to run the additional 2 miles Trent - Toton, • 4 minutes for the driver to change ends at Toton and conduct a brake test, • 2½ minutes to run an additional 1½ miles from Toton back to Attenborough junction offset by the 1½ minute it takes to run directly Trent – Attenborough junction meaning that it would take at least an additional 8 minutes in total.

7.3 However in practice it would take considerably longer than that since every train would have to wait at Toton until the arrival of the HS2 train for which it was providing the onward connections. Remember that it would have had to have arrived at Toton at precisely the right time to feed into an HS2 train to London, but it would have to wait at Toton until the arrival of and HS2 train from London, which obviously will not be at exactly the same time.

7.4 In practice this wait at Toton would be likely to be between 5 and 10 minutes, meaning that the total additional journey time would be between 13 - 18 minutes. Thus passengers between Derby and Nottingham, whose journey currently takes 20 - 34 minutes would have their journey time extended by between 13 and 18 minutes, and would give Derby – Nottingham journey times of up to 52 minutes.

7.5 This would be so seriously detrimental that it would very substantially reduce the attractiveness of rail on this corridor and would lead to a significant reduction - hundreds of thousands - in the number of passengers per annum.

7.6 HS2 ltd has not yet undertaken an assessment (using PDFH) of what would be the loss of passengers & revenue on these non-HS2 services, but would need to do so and show it clearly as a financial dis- benefit in the business case assessment of any attempt to use existing train services.

33 8. Infrastructure

8.1 This paper sets out the need for following additional services to run on the current classic network: • 3 shuttle trains per hour Derby - Toton • 2 classic compatible portions per hour Derby - Toton • 2 classic compatible portions per hour Leicester - Toton • 3 shuttle trains per hour Nottingham - Toton • 2 classic compatible portions per hour Nottingham - Toton

8.2 It will be essential that the classic network has sufficient capacity to enable these trains to run at precisely the time is required and with absolute reliability. In particular it will be necessary to have:- • sufficient platform capacity at Derby, at Leicester and at Nottingham; and • sufficient capacity at all junctions to avoid conflicts with other trains. Fortunately there are very few junctions in the Derby - Leicester - Nottingham triangle, so this essentially means sufficient capacity at Trent junction and at Attenborough junction.

8.3 Network Rail has a long-term planning process that looks forwards to 2043 and therefore covers the period after the opening of HS2. In 2014 Network Rail published a draft East Midlands Route Study. This acknowledges the need to make provision for shuttle services to and from Toton.ix

8.4 It is important that this includes the capacity for the classic compatible services as well as the dedicated shuttle services, although it should be noted that 2 classic compatible trains per hour to/from Leicester will obviate the need for shuttle services to/from Leicester.

8.5 In 2 sections of new track will need to be built to connect the classic rail network and HS2 to facilitate operation of classic-compatible services:- • at Toton, south - north, to allow operation of the Derby/Leicester/Nottingham - Leeds /York trains; and • at Trent, to allow operation of Nottingham/Beeston - Birmingham Curzon Street services.

8.6 It should be noted that both Beeston and Loughborough already have sufficient station capacity for the proposed shuttle and classic-compatible services.

8.7 As explained in section 2g & h above, the Chesterfield – Toton shuttle service would run along the on which there is plenty of spare capacity, and then along what is now a sparsely used freight only line from Trowell – Toton. Around half of the Erewash valley line is already 3-track, and Trowell – Toton is 4-track despite the relatively low train frequencies. The only infrastructure that might possibly be needed is a bay platform at Chesterfield.

8.8 Mansfield – Toton shuttle services would use the Robin Hood line between Mansfield and Kirkby, which has plenty of spare capacity, then go down a very sparsely used freight line before joining the Erewash valley line. There are also already spare facilities, including a bay platform, for trains to terminate and turn-round at Mansfield Woodhouse.

i Birmingham New Street depart xx.03 Derby arrive xx.38; or Birmingham New Street depart xx.30 Derby arrive x1.05 ii Rebalancing Britain, October 2014, page 6 iii Rebalancing Britain, October 2014, page 34 iv Leicester depart xx.18, New St arrive x1.14; or Leicester depart xx.48, New St arrive x1.38 v Initial Industry Plan for Control period 5, September 2011, paragraph 6.5.4 vi in particular at Derby North and Ambergate on the Derby - Sheffield line as phase 2 of the Midland mainline ‘Line

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Speed Increase’ scheme which is being implemented by 2019; and as part of the Nottingham – Sheffield - Leeds national “exemplar” line speed scheme that DFT has instructed bidders to take forward as part of the forthcoming (April 2016) Northern franchise vii Derby depart xx.08, Nottingham arrive xx.28 viii Derby depart xx.21, Nottingham arrive xx.55 ix East Midlands Route Study Draft for Consultation, January 2015, page 33

35 East Midlands HS2 Strategic Board 14th July 2015 Item 5b: Tram Connectivity - options for extending NET tram system to the HS2 East Midlands Hub at Toton and beyond

1. Background

1.1 NET Phase Two, which comprises new tram lines to Chilwell and Clifton, is due to open for public services in the near future. The Chilwell line terminates at a 1000 space park and ride site accessed from Toton Lane, close to its junction with the A52, and a short distance from Toton Sidings, the likely location for the HS2 East Midlands Hub Station.

1.2 The new Chilwell line will provide a direct link to the City Centre, connecting to the existing NET network to provide access through north Nottingham to Hucknall. It serves a number of key destinations, including Beeston town centre, University of Nottingham, Queens Medical Centre, the NG2 business park, Nottingham Station, Nottingham Trent University and many residential districts. Interchange onto the tram line between Clifton and Phoenix Park, and onto bus and rail services will be easily achieved in the City Centre.

1.3 Tram services will be reliable and frequent, with between 6 and 8 trams an hour in each direction during the day, and fast, with journey times to the University and QMC less than 20 minutes, and to the City Centre in approximately half an hour. Each tram has a capacity of 200.

2. NET to HS2

2.1 The Toton Lane tram terminus of NET is located approximately one mile from the proposed HS2 station at Toton Sidings, and the route between them would be relatively straightforward to build. Toton Lane would be crossed via a reconfigured access junction, and the route would then continue through open land, before dropping down into Toton Sidings. The open land is the subject of a planning application for a mixed use development, which has yet to be determined, and is included as a ‘strategic site for growth’ in the recently adopted Core Strategy, but a tram route through the development has been safeguarded within the proposals.

2.2 The journey time between the HS2 Station Hub and Toton Lane tram stop would be just a few minutes, and the link would provide an outstanding access to a high quality transport network covering the Greater Nottingham area, ensuring full connectivity between HS2 and the densely populated area to the east.

2.3 HS2 Ltd has advised that its plans include the link between Toton Lane and the Station Hub, and it is expected that discussions will be held with HS2 Ltd during the design process to confirm the details of its inclusion into the HS2 scheme proposals.

36 3. Serving destinations west of HS2.

3.1 Extending NET to the HS2 Station Hub provides an opportunity to serve destinations to the west of Toton Sidings. As well as opening up new destinations for the NET network, the tram could also play a key role in serving the HS2 Station Hub from settlements on the west side.

3.2 Full feasibility work would be required to assess extension options in depth, and key issues that would need to be considered in detail include their;

• contribution to the strategic transport network and consistency with development and transport plans; • links to developments which come forward as a result of the HS2 Station Hub; • ease and cost-effectiveness of construction, including engineering and environmental impacts; • viability of services, including usage to/from the HS2 Station Hub and other destinations, operating patterns and journey times; and • public and political acceptability.

3.3 An initial review of possible options has been undertaken to assess the potential for extensions to be brought forward. The area to the west of the HS2 is heavily built up, with a series of settlements (, Sawley and Long Eaton) which broadly merge into each other to form a continuous urban area. However, initial work undertaken identified two route corridors with potential, as follows;

• Extend south to Long Eaton, which is the principle town in the with a population to 40,000. This short extension (approximately 2 miles) would be achieved mostly off street, by operating in open land alongside HS2, only moving on-street on the approach to the town centre. The optimum arrangement would be to serve the Market Place in the town centre although more detailed work would be required to assess the impacts on the congested approach to the town centre known as the ‘Green.’ This area is likely to be significantly affected by the introduction of the HS2 into the area, and the alignment would need to be considered as part of a multi-modal assessment of this area.

• Extend west to a park and ride site for the A52/M1. After bridging over the and , there is a potential corridor through the urban area (the line of the former Derby and Sandiacre Canal) which could be utilised to enable a largely off-street alignment for this approximate 2.5 mile extension. A new road crossing at the Longmoor Lane bridge would be required, but the route would utilise the existing M1 underbridge at Longmoor Road to reach the west side, where a park and ride would be situated. Options for access routes to and from the park and ride would need to be considered, but are likely to be via the western A52 slip roads of the existing A52/M1 junction. This route would have a minimum of two intermediate tram stops to serve the local population. Having reached the edge of the main urban area, this route could then be extended further, either west to Derby or south alongside the M1 to East Midlands airport and the proposed freight terminal at Castle Donington.

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3.4 These options clearly have the potential to deliver significant benefits to the local area. The options;

• serve strategically important destinations, and open up a number of new local markets; • provide a high quality link to the HS2 Station Hub from Long Eaton and settlements to the west. • are deliverable and can achieve a cost effective construction, as the routes are relatively short and mostly off street, which allows for a lower cost build; • are relatively less disruptive to local people, with most construction off street. The main area of disruption is likely to be in the approach to Long Eaton town centre, which will need to be considered for all modes.

4. Crossing HS2

4.1 Considering the scale of the HS2 development in a national context, it is essential that the design development is co-ordinated from the outset to ensure that the best possible connections to HS2 are made or safeguarded and that opportunities are taken to enhance the local transport infrastructure.

4.2 The implementation of either of the above options will require the NET alignment to cross over the HS2 development at Toton Sidings on a new bridge. This requirement needs to be factored into the design from the outset, as it will impact on the precise location for the tram stop to serve the HS2 Station Hub, whilst preserving the opportunities to extend the NET network further west, whilst avoiding the need for any works over and alongside the HS2 route at a later date. Further discussions with HS2 will be needed at an early stage to ensure that these requirements are fully accounted for in the design process going forward.

Steve Tough NET Project Tram [email protected]

Chris Carter Nottingham City Council [email protected]

38 East Midlands HS2 Strategic Board 14th July 2015 Item 5c Bus Connectivity: Proposals for bus services to the HS2 East Midlands Hub at Toton

1. Purpose

1.1 This paper identifies the potential to create a high quality bus network including a network of Bus Rapid Transit spine routes from a potential HS2 Hub station at Toton. It focuses on amending bus services that currently operate in the vicinity of and requirements for new services to ensure connections to key destinations from the station are achieved. Further analysis looking at the potential to amend services further afield i.e. to connect to settlements in Derbyshire and Leicestershire, will also be beneficial but has not yet been completed. Outline specifications for bus interchange facilities and integrated ticketing are also identified.

2. Introduction

2.1 The site for the proposed “HS2 East Midlands Hub” lies approximately half way between Nottingham and Derby. The two cities are linked by the A52 dual carriageway which passes close to the northern edge of the site and for these purposes it is assumed that the northern access to the Hub will be from this road. It is also highly desirable that a southern ‘bus only’ (possible exemptions for access and Taxi’s) access road is constructed to enable good bus penetration to the site and allow through bus movements which are more efficient from an operational point of view.

2.2 The intersection with the A52 lies less than 2 miles to the west of Toton affording a fast transport link to other parts of the country but especially to East Midlands Airport, which is only 15 minutes away.

Part 1 – Services

3. Modifications to existing local bus services

3.1 The area enjoys a comprehensive bus network which is operated almost entirely on a commercial basis. The surrounding towns in proximity to the proposed HS2 Hub are currently served by the following services:

Trent Barton Red Arrow Nottingham to Derby every 10 minutes Trent Barton Skylink Nottingham to East Midlands Airport every 20 minutes Trent Barton Indigo Nottingham to Long Eaton and Derby every 7 minutes Trent Barton i4 Nottingham to Sandiacre and Derby every 10 minutes Trent Barton My 15 to Sawley every 15 minutes Trent Barton route 18 Nottingham to Stapleford every 30 minutes Trent Barton Zoom Derby to Sawley every 30 minutes Y5 Nottingham to Derby every 20 minutes

39 Notts Bus 510 Beeston to Stapleford every hour

3.2 Once the new HS2 Hub is operational it is likely that some of the above will be diverted from their existing routes. It is also desirable that new routes be introduced to afford direct links from the Hub to other towns and surrounding settlements in the region.

3.3 The most obvious service to be diverted would be the “Red Arrow” which would require only a small diversion (red broken line). However it is likely that the timetable, should it remain at its current 10 minute headway, would require 1 extra vehicle.

3.4 Similarly from the southern access, it is desirable for the current “Skylink” service to serve the Hub and again it is likely that this would take one additional vehicle to maintain the current 20 minute frequency. The “Skylink” would also serve the proposed Strategic Rail Freight Interchange near Castle Donington.

4. New Regional Limited Stop Services

4.1 In addition to modifications to existing services and extend the catchment of the new station it will be desirable to establish a network of longer distance new regional/limited stop services. Desirable additions include:

4.2 A new express service between the Hub and East Midlands Airport. Using the northern access road, the route would take the A52 to the M1 at junction 25. Travelling south on the M1 before exiting at junction 24 for the Airport, it is likely that this journey could be made in approximately 25 minutes. A timetable providing a 20 minute frequency would require 3 vehicles.

4.3 A new express service between the Hub and Mansfield. Using the northern access road, the route would take the A52 to the M1 at junction 25. Travelling north on the M1 before exiting at junction 27 and taking the A608 so as to serve Sherwood Business Park, Kirkby in Ashfield, Sutton in Ashfield and Mansfield. It is likely that this journey could be made in approximately 50 minutes. A timetable providing a 20 minute frequency would require 6 vehicles

4.4 A new express service between the Hub and . Using the northern access road, the route would take the A52 to the M1 at junction 25. Travelling north on the M1 before exiting at junction 26 and taking the A610 so as to serve , Ripley and Alfreton. It is likely that this journey could be made in approximately 50 minutes. A timetable providing a 20 minute frequency would require 6 vehicles.

4.5 A new express service between the Hub and Nottingham North Conurbation. Using the northern access road, the route would take the A52 direct to Nottingham University and Queens Medical Centre. The route would then take the Nottingham Ring Road via Crown Island, City Hospital to Arnold. It is likely that this journey could be made in approximately 45 minutes. A timetable providing a 20 minute frequency would require 5 vehicles.

40 5. Local feeder services

5.1 Links to Stapleford and Ilkeston could be achieved by variants of the current “Zoom” and “My 15” services which could include short workings if this is found necessary so as to enhance the frequency of any commercial service. Additional vehicles would be required, the number of which would be determined by the frequency and the route.

5.2 Changes to the current “Zoom” are shown by a black broken line. “Zoom” would operate using a southern access road and would serve Long Eaton, Sawley, , Draycott, and Derby. “My 15” which is shown by a brown broken line, would operate using a northern access road and would serve Stapleford, Sandiacre and Ilkeston.

6. Night services: taxi/bus services

6.1 To ensure there is public transport connectivity for late night HS2 services there will be pre- bookable taxi/ bus services with flexible routes to deliver people as close to their homes as possible . The routes for these services will be real time optimised to deliver passengers as quickly and efficiently as possible to their destination.

6.2 The ticket for this service will be one of the ticketing options available when passengers purchase their HS2 tickets.

7. Connection Protection

7.1 As on the continent it will be preferable to implement connection protection for HS2 users; so a bus will always wait for the arrival of the HS2 service before departing from the HS2 interchange.

8. Resources and Funding

8.1 Its envisaged that a number of these services will need some ’kickstart’ funding to begin with but in the Medium term would become fully commercial. It is likely some services will require ongoing funding support.

Part 2 - Infrastructure

9. Bus Rapid Transit

9.1 Fast journey times, top reliability and highest quality service to the customer will be achieved with the inclusion of key sections of bus rapid transit infrastructure. These are dedicated sections of roadway (potentially also guided) for exclusive use by buses. Corridors identified as being of greatest benefit would be along the A52 corridor between Derby and Toton, and along the A52 between Toton and Bramcote roundabout towards Nottingham to connect with existing inbound bus lanes. In addition it may be desirable to plan for bus rapid transit in the M1 corridor between junctions 24 and 25. It is recommended that such infrastructure is planned in a way that is suitable for later conversion to light rail.

41 10. Toton Interchange

10.1 A purpose built Toton Public Transport Interchange will be required to enable easy transfer between train, tram and bus and fully exploit interchange potential. The facilities specification will need to include;

. High quality bus shelters; with interactive mapping and timetable built into the fabric of the shelters. There will also be a NFC (Near Field Communication) facility for passengers to download timetables to their mobile devices ie. Smartwatch, tablet or mobile phone . RTPI; Real Time Passenger Information so passengers know when the buses will leave and if there is any disruption to the services i.e due to an accident. . Ticket machines; selling tickets and topping up facilities for smart ticketing solutions . Bus charging points; to enable fast charging of the buses to meet the LEZ standards . Taxi charging points; to enable taxi to charge up while they wait to meet LEZ standards. . Citycard cycle hub and hire stands; to increase travel options for HS2 customers .This will include electric bikes which will charge at the facility and can be pre- booked with your HS2 ticket. . Shared service space: to arrest traffic speeds and enable easy pedestrian movement. . Toilets and Baby Changing Facilities . Refreshment Facilities; newspapers, magazines, sweets and confectionary . Both pounds sterling and euros acceptable currency . ATM Machines . Lockers and bag storage facilities for travellers . Click and collect facilities to pick up shopping before you board the HS2 or connecting bus or tram . Free Wi- Fi

11. LEZ (Low Emission Zone)

11.2 The HS2 hub to be designated as a low emission zone and therefore all buses will either be electric or gas powered to meet the highest emission standards. This is in keeping with the area’s reputation as a leader in the use of low emission vehicles. This will be equally applicable to taxis and private hire vehicles. These buses will also be of the highest quality and comfort with wi- fi as standard to mirror the customer experience of HS2.

12. Priority/Bus Rapid Transit

12.1 Outside of the interchange environment investment will also be required to achieve;

. Bus priority such as bus lanes, bus only roads and advanced stop lines along all the hub feeder routes . Automatic Vehicle Location Traffic Light Priority; all buses will be fitted with equipment to interact with the traffic heads either via a local solution or via the UTC centre. This will ensure buses are reliable and punctual and reduce travel times. . Dedicated bus rapid transit along the A52 corridor separating buses from general traffic to guarantee reliability and faster journey times. . High quality shelters on all the feeder network

42 . RTPI displays at all stops . Enhancements at key interchange hubs between feeder services and other bus services that do not directly feed the HS2 hub

Part 3 - Integrated Ticketing

13. Ticketing offer

13.1 To build on the strong integrated multi- model ticketing solutions in Nottingham (Kangaroo) and Derby (spectrum) a ticketing option to include a HS2 ticket will be developed. This ticket will be: . Simple, easy to understand and value for money ticket based on the Plusbus ticket principle. . End to end journey (bus/tram/HS2) ticket that can bought in advance or on the day. . Can be bought on a mobile device as you leave the house, processed, validated and uploaded in real time to the bus, tram or HS2 and the passenger can access the bus using NFC or the latest emerging technology. These tickets can be for a single, return or period passes. . This ticketing can also be used to access toilets, collect papers, drinks and any confectionary from the shop/vending machines and minimise queuing. . This ticketing will also enable Citycard cycle hire and other similar value added services.

13.2 It is advocated that the East Midlands should be promoted as an exemplar for the rest of the HS2 network given the advanced position of the area in relation to smartcard implementation and coverage.

Pete Mathieson Nottingham City Council [email protected]

Chris Carter Nottingham City Council [email protected]

43 East Midlands HS2 Strategic Board 14th July 2015 Item 5d: Local Access to East Midlands Hub Station

1. Purpose of report

1.1 This paper outlines the requirements for providing local connectivity between the East Midlands Hub Station and adjacent communities.

2. Principles

2.1 HS2 will have a significant impact where it passes through the built-up area on the fringe of the Greater Nottingham conurbation, particularly in the Long Eaton area. Convenient access to the station is needed to avoid the need for local people to travel via the main M1/A52 access; to provide access to local centres for visitors arriving at the station; and to help ease the pressure on the local highway network.

2.2 The proposals outlined below are consistent with previous representations from local authorities in response to HS2’s initial preferred route. They are based on the need:

• to maximise opportunities for local connectivity between local communities and the proposed station • to avoid exacerbating existing parking and congestion problems in Long Eaton town centre and surrounding areas • to promote the use of sustainable modes of travel (walking, cycling, public transport) • to ensure compatibility with strategic connectivity proposals, including links to city centres and extensions of the NET tram service west of the HS2 station • to facilitate the effective and efficient operation of local bus services • to address severance issues in Long Eaton town centre arising from the construction of HS2

2.3 The infrastructure needed to address these principles will be generally modest in scale and located in close proximity to the station. As such, provision should be built into the design of the station from the outset.

3. Proposals

3.1 The main proposals for providing local access to the station include:

3.2 Pedestrian, cycle, bus, taxi and bus access to the station from Long Eaton - the aim is to provide convenient access to the station for the local community without the need to use the circuitous and heavily congested route via the A52. Long Eaton currently suffers from serious problems of congestion and it is important that the provision of an access to the station from the south (Long Eaton) should not exacerbate these problems. It is therefore proposed that the use of this access point should be limited to pedestrians, cyclists, buses and taxis. There should be no access to the main car park as this could add to congestion in Long Eaton.

44 3.3 Potential cycle, taxi and bus access from Bessell Lane - in a similar way there may be potential to provide pedestrian, cycle, taxi and bus from Bessell Lane, the minor road on the north side of the station which passes under the A52. Again, there would be concerns about attracting more traffic into the area so it is proposed that no access should be allowed to the main car park from this route. The practicality of using this route has not been investigated in any detail, but it does offer the prospect of making an effective link to the area north of the station.

3.4 Provision to allow for through bus working on a north-south axis - the design of the links to the local road network should provide a through route for bus services and cyclists. Discussion with bus operators has confirmed that a ‘dead end’ would not facilitate the efficient operation of services. If the road access from Long Eaton was to be on the west side of HS2 a bridge would be needed to provide a bus and cycle link to the main access from the A52.

3.5 Pedestrian and cycle links - the design of the scheme should take advantage of the potential for direct links to the local cycle and footpath networks. The diagram shows potential access points from the Erewash Canal cycle route, although the precise location will depend, among other things, on future land uses. The potential links from Long Eaton to the south and from Bessell Lane to the north should also make high quality provision for cyclists and pedestrians. Good pedestrian links should also be provided from residential areas of Toton.

3.6 No access to main car park other than via the A52 - The potential access routes from Long Eaton and Bessell Lane should not allow access to the main car park as this could add to congestion problems on the local road network.

3.7 Provision for NET tram extension west of HS2 - there is potential to extend the NET tram west of the East Midlands Hub station with options for extending the network to Long Eaton town centre and/or towards M1 Junction 25. Any local highway proposals would need to take account of the potential for extending the tram, thereby reducing disruption and the risk of abortive expenditure.

3.8 Compatibility with development proposals - potential residential and commercial development in the vicinity of the new station will generate additional traffic that will need to be taken into account in considering proposals for the local highway network. Development, however, also offers the potential for new infrastructure that may help to address some local access issues.

3.9 Severance issues in Long Eaton - HS2 is potentially very disruptive where the route passes through the built-up area close to the town centre and there is a risk of severance if the level crossings are closed. HS2 Ltd is considering options to address this problem, but the potential impact on the local network mean that these issues need to be considered alongside the proposals for improving access to the station.

Steve Cannon Derbyshire County Council [email protected]

45 East Midlands HS2 Strategic Board 14th July 2015 Item 4e: Connectivity from Derby

1. Introduction

1.1 The location of the hub at Toton adjacent to the A52 provides some challenges for Derby. Unless the 8.5 mile gap can be reduced in terms of connectivity, then the benefits of HS2 for Derby, and the social economic case that underpins HS2, will not be realised.

1.2 The A52 dual carriageway road and the adjacent parallel rail line provide the main strategic transport connections between Derby and Nottingham. However, both these transport links are already at capacity and will not provide the level of connectivity required to integrate the local and HS2 high speed elements of individual journeys.

1.3 Furthermore, road based public transport connections between Derby and Nottingham are currently caught in the same congestion and reliability problems as other traffic on the A52. In addition, Derby’s rail station is not located directly in the city centre and this physical gap provides another connectivity challenge.

2. Proposed Solutions

2.1 Significant investment will be required across a package of different modes to fully maximise accessibility. However, at this stage it is difficult to identify the precise infrastructure solution that will be needed to connect Derby to Toton. A large amount of appraisal and design work will need to be undertaken to understand travel demand, costs, benefits and impacts of schemes. For Derby the potential proposal includes the following:

New Rapid Transit Link 2.2 A new rapid transit link would provide a dedicated high quality, fast and reliable connection to Toton. This could be some form of light rapid transit (LRT) such as a tram, or bus rapid transit (BRT) such as a guided bus expressway. Cost and passenger capacity are the main differences between these two systems, however, BRT is cheaper and can be integrated with other transport interchanges more easily by using the existing road infrastructure.

2.3 The new link would follow the A52 corridor. Additional infrastructure improvements will be needed to take the rapid transit link to the city centre and a new terminus will be provided to integrate with services at the bus station. The rapid transit proposal also offers the opportunity to provide a link between Derby city centre and the rail station.

Road Based Access 2.4 Providing additional capacity on the A52 and grade separation of junctions to improve flow and improve the reliability of all road based journey times. However, the key challenge would remain the junctions at either end of the A52 and improvements would certainly be needed at the Pentagon Island. This junction would require grade separation not only to

46 improve capacity for general traffic but to provide dedicated space for the new rapid transit link.

Heavy Rail 2.5 The main proposal is for a City centre shuttle service to Toton and Nottingham based on a minimum 15 minute frequency. This would require increased capacity on the local Derby- Nottingham line and improvements to the existing freight rail network to Toton. In addition, some reconfiguration of the platforms at Derby Station would be required to provide potentially a new separate platform for HS2

Cycle Super Highway 2.6 Aligned with HS2 is the proposal for a national cycle route to broadly follow the alignment of the high speed rail line. The current national cycle route between Derby and Nottingham is a mixture of on road and off road routes. The package includes a new segregated cycle route that follows the A52 and provides a direct route for cycling between Derby and Nottingham. This will not only provide access for cyclists to the HS2 hub but also between Derby, Nottingham and the communities along the A52 corridor.

Existing Passenger Rail Network 2.7 Derby already has good passenger rail connections to London, Birmingham, Sheffield and Leeds. HS2 will provide new high speed connections and relieve some of the capacity issues on the existing heavy rail network. However, electrification of the Midland Mainline, and protecting existing inter-city connections and passenger services that serve Derby, remains integral to underpinning economy growth and access to markets.

Andy Gibbard Derby City Council [email protected]

47