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HS2 Appendix 1 Agenda Item No: 08 – Appendix 1 Freepost RTEL-YAZX-HAZT Phase Two Route Consultation PO Box 1152 HARROW HA1 9LH Dear Sir/ Madam, High Speed Rail: Investing in Britain’s Future – Consultation on the route from the West Midlands to Manchester, Leeds and beyond Northamptonshire County Council welcomes the opportunity to respond to the above consultation. HS2 is an important issue to this Council, and despite the impact of the route on parts of the county, we support the proposals on the basis of the supposed benefits that we will receive from released capacity from both Phase 1 on the West Coast Main Line and Phase 2 on the Midland Main Line. On this basis, I have taken the view to concentrate our response to the consultation based on our main area of interest in relation to Phase 2; the opportunities for released capacity on the Midland Main Line and the connections to High Speed Rail at both the proposed Birmingham Interchange and East Midlands Hub stations. North Northamptonshire is a rapidly growing area of the County, with 12,973, 5,544 and 9,975 new houses planned and an equivalent level of new jobs in Corby, Kettering and Wellingborough between 2011 and 2021. Therefore securing a high service frequency is critical to the future economic wellbeing and economic competitiveness of the area. As outlined in our response, we have been disappointed to date to not have been involved in detailed discussions regarding the opportunities for released capacity on the Midland Main Line as we are keen to do so. If you require any further clarification of the issues raised in our response or a contact for setting up a supplementary meeting then please contact my office who will provide details of the most appropriate contact. Yours faithfully, Tony Ciaburro etc Agenda Item No: 08 – Appendix 1 High Speed Rail: Investing in Britain’s Future Consultation on the route from the West Midlands to Manchester, Leeds and beyond Northamptonshire County Council Consultation Response i) Do you agree or disagree with the Government’s proposed route between the West Midlands and Manchester as described in Chapter 7? This includes the proposed route alignment, the location of tunnels, ventilation shafts, cuttings, viaducts and depots as well as how the high speed line will connect to the West Coast Main Line. No comment ii) Do you agree or disagree with the Government’s proposals for: a) A Manchester station at Manchester Piccadilly as described in Chapter 7 (sections 7.8.1 – 7.8.7)? We welcome the proposal for a station at Manchester Piccadilly as its location at a key existing rail interchange should facilitate easy access to the city centre and ready interchange with other rail and public transport services for onward travel. b) An additional station near Manchester Airport as described in Chapter 7 (sections 7.6.1 – 7.6.6)? We welcome the proposal for a station at Manchester Airport which will help to increase the range of airports that can be readily accessed by Northamptonshire travellers. iii) Do you think that there should be any additional stations on the western leg between the West Midlands and Manchester? No comment. iv) Do you agree or disagree with the Government’s proposed route between West Midlands and Leeds as described in Chapter 8? This includes the proposed route alignment, the location of tunnels, ventilation shafts, cuttings, viaducts and depots as well as how the high speed line will connect to the East Coast Main Line. No comment v) Do you agree or disagree with the Government’s proposals for: a) A Leeds station at Leeds New Lane as described in Chapter 8 (sections 8.8.1 – 8.8.5)? Agenda Item No: 08 – Appendix 1 While would ideally wish to see a station closer to the existing one, we believe that the proposed station at Leeds New Lane would be acceptable in terms of access to the city centre and interchange with National Rail services. b) A South Yorkshire station to be located at Sheffield Meadowhall as described in Chapter 8 (sections 8.5.1 – 8.5.8)? While we think that a South Yorkshire station should be ideally located in Sheffield city centre, adjacent to the existing National Rail station, we recognise that constraints prevent this. We believe that the proposal for a station at Meadowhall is an acceptable alternative, permitting access to wide of destinations both in South Yorkshire and further afield (eg Hull and Cleethorpes). c) An East Midlands station to be located at Toton as described in Chapter 8 (sections 8.3.1 – 8.3.6)? As currently proposed East Midlands station will be the nearest connection for those in North Northamptonshire to access the High Speed Rail network for onward connections to Sheffield Meadowhall, Leeds and destinations further north. By locating the East Midlands station at Toton, journey times to Derby and Nottingham on the Midland Main Line (MML) from Kettering and Wellingborough are set to increase due to services having to reverse at Toton to go on to serve Derby and Nottingham, which represents a significant disbenefit to North Northamptonshire. Furthermore, it is recognised in Network Rail’s Better Connections: Options for the integration of High Speed 2 that the benefits of released capacity on the MML from High Speed Rail is limited because unlike the WCML, which parallels much of the HS2 Phase Two line, the HS2 service pattern does not directly replicate existing MML intermediate services. To some extent this is a product of choosing to locate the stations serving Nottingham, Derby and Sheffield on the High Speed network outside of the city centres, as the time penalty for accessing the stations means that in some instances the MML will remain more competitive and therefore demand will exist to provide a similar level of long distance services, and thus the demand released for the regional and local lines is not as great. Analysis undertaken by HS2 Ltd does however indicate that a Hub Station at Toton (serving both HS2 and classic rail access) is capable of serving a much larger population than any single city centre station location in the East Midlands and therefore has the strongest business case. In light of this, Northamptonshire County Council would urge that maximum access to the new Hub station by national rail, tram, bus, walking and cycling from all areas of Derby and Nottingham is achieved to the maximise the accessibility of the site, and in doing so, minimise the time penalty of using it and therefore increase its attractiveness to maximise the amount of released capacity that can be achieved. Agenda Item No: 08 – Appendix 1 Whilst North Northamptonshire is set to lose out in terms of journey times, we believe that there are opportunities to increase the benefits of a station at Toton by improving connectivity via the East Midlands Station. For example, by running classic-compatible services from St Pancras calling at Wellingborough, Kettering and Leicester to East Midlands Station and on to the High Speed lines, connectivity could be achieved to Sheffield, Leeds and other destinations further north, much greater benefits for North Northamptonshire. *Insert link to study that East Midlands Councils have commissioned?* vi) Do you think that there should be any additional stations on the eastern leg between the West Midlands and Leeds? No comment vii) Please let us know your comments on the Appraisal of Sustainability (as reported in the Sustainability Statement) of the Government’s proposed Phase Two route, including the alternatives to the proposed route as described in Chapter 9. No comment viii) Please let us know your comments on how the capacity that would be freed up on the existing rail network by the introduction of the proposed Phase Two route could be used as described in Chapter 10. HS2 is an important issue to this council, and despite the impact of the route on parts of the county, we support the proposals on the basis of the supposed benefits that we will receive from released capacity from both Phase 1 on the West Coast Main Line (WCML) and Phase 2 on the Midland Main Line (MML). To inform our response we have considered not just the commentary provided in the Chapter 10 of the Phase 2 Consultation Document, and the associated Better Connections: Options for the integration of High Speed 2 (Network Rail, July 2013), but also the following documents which have also been published by HS2 Ltd and Network Rail in recent years which are also relevant: The Strategic Economic Case – PFM v4.3 assumptions report (HS2 Ltd, October 2013) The Regional Urban Market Study (Network Rail, October 2013) HS2 Regional Economic Impacts (HS2 Ltd, September 2013) Updated Economic Case for HS2 (August 2012): Explanation of the Service Patterns (HS2 Ltd, January 2013) West Coast Main Line services The key priority for Northamptonshire County Council in terms of the use of released capacity on the West Coast Main Line is ensuring that there is good connectivity between Northampton, Long Buckby, and other WCML stations Agenda Item No: 08 – Appendix 1 such as Milton Keynes Central and Rugby used by Northamptonshire residents to key destinations on the West Coast Main Line. Our adopted Rail Strategy (January 2013) has an aspiration for an hourly service opportunity to Chester, Liverpool, Manchester, Preston, Lancaster, Carlisle and Glasgow with no more than one change and with a journey time less than the current journey times from London Euston to each of those destinations. This could be achieved in future services specifications by a number of means, including the restoration of a direct service from Northampton to Trent Valley stations and Crewe, additional calls by long-distance services at Rugby, or by interchange between Birmingham International and Birmingham Interchange stations.
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