Connectivity/capacity is our priority. 1 High s peed is the - - PDF document

SLIDE 1

1  Connectivity/capacity is our priority.  ‘High speed’ is the by-product of building new railways to achieve more capacity. 2  Our expertise is in engineering systems to

• ptimise capacity on the existing network,

harmonising new systems with existing.  Any development of new railways must take an optimised existing railway network as its starting point.  On that basis we can minimise the length of new build and maximise overall connectivity and capacity.  This minimises cost and maximises benefit. 3  HS2 makes no sense to most professional railway people.  It does very little to improve the existing network, and merely concentrates connectivity on London. 4  HS2 only facilitates long distance links to London (and possibly Birmingham).  Other shorter, but equally congested routes are being ignored.  It does nothing to connect Liverpool, Manchester, Sheffield, Leeds, Hull, Teesside, Newcastle, Edinburgh, Glasgow and other smaller nearby communities to each other.  KPMG should now evaluate our scheme on the same basis as their HS2 evaluation. 5  HS2 costs too much.  HS2 will suck economic activity away from regions to London.  HS2 will not achieve significant CO2 reductions.  HS2 will needlessly damage landscapes, flora/fauna and heritage.  HS2 offers no benefit to affected communities.  All this contravenes public policy.

High Speed UK

Quentin Macdonald

B.Sc.(Eng.), C.Eng., MIET, FIRSE

• Lifetime experience in

railway systems engineering

• Clients ranging from high

speed mainline to metro and heavy haul freight railways to heritage railways

• International experience

includes working with the European Commission

Colin Elliff

B.Sc., C.Eng., MICE

• Lifetime experience in

railway civil engineering

• Published papers in railway

airport access and railway network development

• Active in local groups to

restore trans-Pennine links

• Member of ICE regional

advisory board

Rail Network Design Specialists

Together we have over 80 years of combined experience in railway design and engineering

HS2 Published Network

HS2 Phase 1 and Phase 2 in red; future phases in purple

31

miles

40

miles

55

miles

43

miles LIVERPOOL LONDON

LHR

HS1 BRISTOL CARDIFF BIRMINGHAM NOTTINGHAM GLASGOW EDINBURGH NEWCASTLE LEEDS M’C’R SHEFFIELD EDINBURGH-GLASGOW HIGH SPEED LINK VIA CARSTAIRS HULL

The Problems with HS2 - 1

 For many HS2 has recently become

controversial

 For us HS2 has always been controversial  Hardwired London centric rail network  It brings little or no benefit to rail

transportation in the regions

 We believe that HS2 cannot deliver its promise

• r the nation’s needs in the north of England
• r in Scotland

 It does significant environmental damage  Only marginal reduction of CO2 emissions  Not compliant with 2008 Climate Change Act

SLIDE 2

6  HS2 costs too much.  HS2 will suck economic activity away from regions to London.  HS2 will not achieve significant CO2 reductions.  HS2 will needlessly damage landscapes, flora/fauna and heritage.  HS2 offers no benefit to affected communities.  All this contravenes public policy. 7 8  Existing main lines (WCML, MML, ECML) tend to concentrate national transport connectivity upon London.  Few interregional links offered.  London-centric system symptomatic of North-South divide. 9  Interregional routes (XC & TP) achieve many more city pair connections.  These are the ‘glue’ for the existing network.  But many connectivity deficiencies still exist – particularly for Glasgow, Liverpool & Nottingham.  Interregional links slower and poorer in quality than London-centric routes. 10  HS2 does nothing to remedy existing connectivity problems.  Only enhancement is improved (but still indirect) links to Heathrow.  Entire HS2 routeing strategy redundant if London hub airport moves from Heathrow.

The Problems with HS2 - 2

 Does not follow existing transport corridors  Has few connections to the existing

network

 Like building the M1 with no interchanges  Therefore fails public policy tests  HS2 has not been designed using the right

criteria; the result is totally unbalanced

 Costs too much; benefits too few  Benefit Cost Ratio is awful and probably

below the treasury norm

Today and Tomorrow with HS2 Today’s Inter-City Connectivity

London Centric Routes

PETERBORO’ STN PLYMOUTH INVERNESS BATH OXFORD DONCASTER E EXETER SOUTHAMPTON READING SWANSEA BOURNEMOUTH PORTSMOUTH BRIGHTON STOKE DERBY BLACKPOOL HULL YORK DARLINGTON MIDDLESBROUGH PERTH ABERDEEN MEDWAY TOWNS LONDON

LHR INTERCITY CONNECTIVITY: PRIMARY CITY PAIRS LINKED BY LONDON- CENTRIC ROUTES LGW

SWINDON TORBAY LEICESTER CAMBRIDGE IPSWICH HS1 CARLISLE MK COVENTRY DUNDEE LN Direct city pair link or Heathrow link at hourly

• r better frequency

BI NG SH MA LI LS NE EH GL LHR LN BI NG SH MA LI LS NE EH GL LHR EXISTING INTERCITY NETWORK DIRECT HOURLY CITY PAIR LINKS BANGOR SUNDERLAND HOLYHEAD WOLVERHAMPTON CHESTER CREWE NEWPORT S’PORT LINCOLN NEWARK SHREWSBURY LUTON LIVERPOOL LEEDS GLASGOW EDINBURGH NOTTINGHAM BIRMINGHAM SHEFFIELD CARDIFF BRISTOL NEWCASTLE BRADFORD PRESTON MANCHESTER NORWICH CAMBRIDGE H’F’D

Today’s Inter-City Connectivity

Trans Pennine & Cross Country Routes

PETERBORO’ STN PLYMOUTH INVERNESS BATH OXFORD DONCASTER E EXETER SOUTHAMPTON READING SWANSEA BOURNEMOUTH PORTSMOUTH BRIGHTON STOKE DERBY BLACKPOOL HULL YORK DARLINGTON MIDDLESBROUGH PERTH ABERDEEN MEDWAY TOWNS LONDON

LHR LGW

SWINDON TORBAY LEICESTER CAMBRIDGE IPSWICH HS1 CARLISLE MK COVENTRY DUNDEE LN Direct city pair link or Heathrow link at hourly

• r better frequency

BI NG SH MA LI LS NE EH GL LHR LN BI NG SH MA LI LS NE EH GL LHR EXISTING INTERCITY NETWORK DIRECT HOURLY CITY PAIR LINKS BANGOR SUNDERLAND HOLYHEAD WOLVERHAMPTON CHESTER CREWE NEWPORT S’PORT LINCOLN NEWARK SHREWSBURY LUTON LIVERPOOL LEEDS GLASGOW EDINBURGH NOTTINGHAM BIRMINGHAM SHEFFIELD D CARDIFF BRISTOL NEWCASTLE BRADFORD PRESTON MANCHESTER NORWICH CAMBRIDGE H’F’D

INTERCITY CONNECTIVITY: PRIMARY CITY PAIRS LINKED BY TRANSPENNINE & CROSSCOUNTRY

HS2 Proposed Connectivity

LIVERPOOL STN LN

Enhanced city pair link or Heathrow link created by intervention of new HSL BI NG SH MA LI LS NE EH GL LHR LN BI NG SH MA LI LS NE EH GL LHR

HIGH SPEED 2 SCOPE OF INTERVENTION PLYMOUTH BATH OXFORD DONCASTER E EXETER SOUTHAMPTON READING SWANSEA BOURNEMOUTH PORTSMOUTH BRIGHTON STOKE DERBY BLACKPOOL HULL YORK DARLINGTON MIDDLESBROUGH MEDWAY TOWNS LONDON LHR LGW SWINDON TORBAY LEICESTER CAMBRIDGE IPSWICH HS1 CARLISLE MK INVERNESS CHESTER PERTH DUNDEE SUNDERLAND BANGOR CREWE HOLYHEAD WOLVERHAMPTON SHREWSBURY NEWPORT LINCOLN LUTON COVENTRY BRISTOL CARDIFF BIRMINGHAM NOTTINGHAM GLASGOW EDINBURGH NEWCASTLE LEEDS PRESTON MANCHESTER ABERDEEN BRADFORD SHEFFIELD

HIGH SPEED 2: ‘Y’ SYSTEM EXTENDING TO ALL PRIMARY CITIES

EDINBURGH-GLASGOW HIGH SPEED LINK VIA CARSTAIRS NORWICH PETERBORO’ CAMBRIDGE

SLIDE 3

11  OOC’s primary aims can all be achieved better, by other means.  OOC predetermines HS2 route through Chilterns.  OOC also dictates HS2 ‘Y’ configuration, preventing interregional links.  The tail is wagging the dog! 12  ‘High speed rail’ is simply new railway that can (if necessary) go faster. Just like motorways.  Integration with and connection to the existing network is essential to improve shorter distance journeys.  Integration & connection is more effective in reducing overall journey times than outright speed. 13  Radically alternative approach from HS2.  Lower design speed @ 360km/h maximum.  Lower operating speed @ 280/320km/h.  Full integration between high speed and existing, with frequent connections.  Achieves much greater acceleration of entire network than HS2.  Concentrated upon existing corridors.  Avoids Chiltern AONB.  Allied but independent Heathrow solution. 14  Reduced journey times? Essential to get people out of cars.  New journey opportunities? 19th century railway doesn’t address 21st century flows.  Easy connections with local services? The system must function as a network.  Extra network capacity? Essential to accommodate modal shift.  Greater resilience? Network must operate at all times to serve public. 15  Essential to understand how existing network functions.

The Biggest Problem HS2

 Government’s insistence that the route

goes via Old Oak Common

 Why go to OOC?  Connection to Crossrail  Connection to LHR  Boost redevelopment of OOC area  Result is that any chosen route thereafter

goes through the Chiltern AONB with nothing to connect to

 We have abandoned OOC and offer

different and better solutions

High Speed UK Proposals High Speed UK Ltd

 Although we believe the UK needs High Speed

Rail, it should be less than 400km/h (225 mph)

 To minimise wear and tear on track and trains  and because Britain is a small island  We also believe that it should be a network which

enhances the existing Inter-City network and does not stand alone like HS2

 So, the HSUK network must connect to the existing

railway as often as possible either directly or connecting with other services at hubs

 This will speed up many, many rail journeys overall

creating significant modal shift

 Since nobody seemed to be taking this approach

we decided to do something about it and we are launching HSUK today

Improved Connectivity Defined

We need to improve Connectivity of the network as a whole, so let’s define it first Connectivity is the sum of

 Reduced individual journey times  New journey opportunities  Easy connections onto local services  Extra network capacity  A more resilient network in the event of disruption

The result is reduced overall journey times for more journeys which we define as Improved Connectivity Makes journeys easier and quicker and the result will be significant modal shift

To maintain functionality of the existing Inter-City railway

HSUK Primary Transport Aims

SLIDE 4

16  Primary cities (500k+ population) at heart of conurbations.  Existing network hinges upon hub stations in primary cities e.g. Birmingham New St, Leeds City, Manchester Piccadilly, Edinburgh Waverley.  These must be the targets for new high speed lines. 17  Second-tier cities (200k+ population) in generally peripheral or intermediate positions between primaries.  Usually bypassed by high speed lines.  These must be included in national high speed system – only possible with full integration. 18  Airports comprise vital international gateways that must be included in national rail network.  Primary hub at Heathrow needs full UK-wide connectivity.  Next tier – Birmingham, Manchester, Edinburgh – need comprehensive connectivity across their regions.  HSUK can facilitate all this. 19  Summary of HSUK primary transport aims:  Direct links between all primary cities.  High speed services extending to second tier.  Maintain functionality of existing intercity system.  Direct links to national hub airports.  Core network for national rail services.  Integration essential for spreading HSUK benefits to second/third tier communities. 20  360km/h design speed reduced where appropriate.  4-track southern section essential for network capacity.  Alignment along existing corridors essential for public support.  Access to existing hubs (& frequent links to existing system) essential for integration.

PETERBORO’ STN PLYMOUTH INVERNESS BATH OXFORD DONCASTER E EXETER SOUTHAMPTON READING SWANSEA BOURNEMOUTH PORTSMOUTH BRIGHTON STOKE DERBY BLACKPOOL HULL YORK DARLINGTON MIDDLESBROUGH PERTH ABERDEEN MEDWAY TOWNS LONDON

LHR LGW

SWINDON TORBAY LEICESTER CAMBRIDGE IPSWICH HS1 CARLISLE MK COVENTRY DUNDEE BANGOR SUNDERLAND HOLYHEAD WOLVERHAMPTON CHESTER CREWE NEWPORT S’PORT LINCOLN NEWARK SHREWSBURY LUTON LIVERPOOL LEEDS GLASGOW EDINBURGH NOTTINGHAM BIRMINGHAM SHEFFIELD CARDIFF BRISTOL NEWCASTLE BRADFORD PRESTON MANCHESTER NORWICH CAMBRIDGE H’F’D

UK RAIL NETWORK: IDENTIFICATION OF PRIMARY CITIES

To create a high speed railway linking all primary conurbations in the Midlands, the North and Scotland

HSUK Primary Transport Aims

PETERBORO’ STN PLYMOUTH INVERNESS BATH OXFORD DONCASTER E EXETER SOUTHAMPTON READING SWANSEA BOURNEMOUTH PORTSMOUTH BRIGHTON STOKE DERBY BLACKPOOL HULL YORK DARLINGTON MIDDLESBROUGH PERTH ABERDEEN MEDWAY TOWNS LONDON

LHR LGW

SWINDON TORBAY LEICESTER CAMBRIDGE IPSWICH HS1 CARLISLE MK COVENTRY DUNDEE BANGOR SUNDERLAND HOLYHEAD WOLVERHAMPTON CHESTER CREWE NEWPORT S’PORT LINCOLN NEWARK SHREWSBURY LUTON LIVERPOOL LEEDS GLASGOW EDINBURGH NOTTINGHAM BIRMINGHAM SHEFFIELD CARDIFF BRISTOL NEWCASTLE BRADFORD PRESTON MANCHESTER NORWICH CAMBRIDGE H’F’D

UK RAIL NETWORK: IDENTIFICATION OF SECOND TIER CENTRES

To extend high speed services to all the second tier communities

HSUK Primary Transport Aims

To provide direct links to the national hub airports

HSUK Primary Transport Aims

PETERBORO’ PLYMOUTH INVERNESS BATH OXFORD DONCASTER E EXETER SOUTHAMPTON READING SWANSEA BOURNEMOUTH PORTSMOUTH BRIGHTON STOKE DERBY BLACKPOOL HULL YORK DARLINGTON MIDDLESBROUGH PERTH ABERDEEN MEDWAY TOWNS LONDON

LHR

SWINDON TORBAY LEICESTER CAMBRIDGE IPSWICH HS1 CARLISLE MK COVENTRY DUNDEE BANGOR SUNDERLAND HOLYHEAD WOLVERHAMPTON CHESTER CREWE NEWPORT S’PORT LINCOLN NEWARK SHREWSBURY LUTON LIVERPOOL LEEDS GLASGOW EDINBURGH NOTTINGHAM BIRMINGHAM SHEFFIELD CARDIFF BRISTOL NEWCASTLE BRADFORD PRESTON MANCHESTER NORWICH CAMBRIDGE H’F’D

UK RAIL NETWORK: IDENTIFICATION OF NATIONAL HUB AIRPORTS

GLA EDI ABZ MAN NCL LBA BHX EMA LTN STN LGW BRS CWL LCY LPL

HSUK Primary Transport Aims

 To create a high speed railway linking all

primary conurbations in the Midlands, the North and Scotland

 To extend high speed services to all the

second tier communities

 To maintain functionality of the existing

Inter-City railway

 To provide direct links to the national hub

airports

To be the core network for national

rail services

HSUK Design Principles

 Full integration of operation of new and

existing railway with direct connections at an average spacing of 30km

 Maximum speed 360km/h on a radius of

curvature of 5,700 metres

 Maximum gradient 2% (1 in 50)or flatter

• ccasionally 3.5% (1 in 28)for short distances

 4 track southern end spine (HS2 only 2 track)  Follow existing transport corridors up the east

side of the country because it is easier and cheaper

 Access all existing Inter-City hubs stations for

connections to local services

 Add a local dimension to all proposals  All lines to be fully mapped at 1:25,000 scale  The railway you will see is totally buildable

SLIDE 5

21  If new railways – high speed or otherwise – have to be built, it makes sense to build them alongside transport corridors, particularly existing motorways.  HSUK 4 track formation shown in green. 22  Motorways such as the M1 have created environmental nuisance for more than 50

• years. This has tended to discourage

adjacent development, and leave a clear corridor alongside the motorway. 23  A high speed line alongside the M1 will have little if any additional environmental impact, given the noise, nuisance and pollution already present. 24  Contrary to frequent statements in HS2 reports, the M1 is generally suitable for parallel high speed running with little deviation.  The whole line from London to Birmingham to Liverpool and to Glasgow has been mapped as shown in these last four slides.  This aspect is to GRIP 3 standard.  They are embargoed for publication at the present time so please respect that. 25  Phase 1 & 2 equivalent to HS2 ‘Y’.  Phase 3 & 4 to complete network.  Alternative non-London-centric phasing possible.  Start with Transpennine section or Edinburgh to Glasgow.  Not possible with HS2.

Examples of 1:25k mapping

STRAIGHT RAD = 7125m TRANSITION N

95 4 96 4 97 4 98 4 HIGH SPEED UK : 25k 31 COLLINGTREE

Examples of 1:25k mapping

RAD = 7125m TRANSITION STRAIGHT TRANSITION

98 4 99 4 00 01 HIGH SPEED UK : 25k 32 MILTON MALSOR

Examples of 1:25k mapping

STRAIGHT RAD = 5700m TRANSITION TRANSITION STRAIGHT

01 03 04 02 HIGH SPEED UK : 25k 33 KISLINGBURY

Examples of 1:25k mapping

STRAIGHT RAD = 5700m TRANSITION

05 06 07 08 HIGH SPEED UK : 25k 34 UPPER HEYFORD

High Speed UK

Connecting the Nation

STN PRESTON PLYMOUTH INVERNESS BATH OXFORD DONCASTER E NORWICH EXETER SOUTHAMPTON READING SWANSEA BOURNEMOUTH PORTSMOUTH BRIGHTON STOKE WOLVERHAMPTON BLACKPOOL HULL YORK DARLINGTON MIDDLESBROUGH SUNDERLAND MEDWAY TOWNS SKIPTON & BRADFORD LHR WARRINGTON LGW NEWPORT SWINDON TORBAY LEICESTER PETERBORO’ CAMBRIDGE IPSWICH HS1 BRENT CROSS INTERCHANGE MK COVENTRY CHESTER PERTH DUNDEE BANGOR CREWE EAST LANCS & HUDDERSFIELD D HOLYHEAD LINCOLN LUTON SHREWSBURY DERBY BRISTOL CARDIFF BIRMINGHAM LIVERPOOL MANCHESTER NOTTINGHAM GLASGOW EDINBURGH NEWCASTLE CARLISLE LEEDS SHEFFIELD ABERDEEN LONDON LN Enhanced city pair link or Heathrow link created by intervention of new HSL & Compass Point Network BI NG SH MA LI LS NE EH GL LHR LN BI NG SH MA LI LS NE EH GL LHR HIGH SPEED UK SCOPE OF INTERVENTION

HIGH SPEED UK: PRIMARY CITIES FULLY INTERCONNECTED VIA HIGH SPEED UK DEDICATED HIGH SPEED LINES

Phase 1 & 2 shown in pale green Phase 3 & 4 shown in dark green

SLIDE 6

26  HSUK services extending onto existing network replicate & enhance functionality of existing network.  High speed line analogous to motorway, existing line to trunk road.  Integrated rail journeys start on existing line, transfer to high speed line & back to existing line.  Just like typical road journey on trunk road/ motorway/trunk road. 27  All regions must benefit from Government’s high speed rail initiative. 28  HS2 project west-sided route to Edinburgh & Glasgow.  Viability of route via Shap & Beattock – requiring long ‘base tunnels’ questionable.  No likelihood of high speed services extending to northern Scottish cities.  HS2 can only offer the opportunity for Edinburgh-Glasgow high speed link with a 32 minute journey time. 29  HSUK east-sided route via Newcastle & Edinburgh to Glasgow offers efficient interregional links.  Direct Edinburgh-Glasgow high speed link with an 18 minute journey time.  Fully integrated services extending across Forth Bridge to northern Scottish cities.  Reopened routes allow accelerated regional services to compete with road.  New ‘Inverse T’ primary Scottish network. 30  Edinburgh Airport at hub of new system.  Direct links to most major Scottish communities.

High Speed UK

Extending services onto the classic network

STN PRESTON PLYMOUTH INVERNESS BATH OXFORD DONCASTER E NORWICH EXETER SOUTHAMPTON READING SWANSEA BOURNEMOUTH PORTSMOUTH BRIGHTON STOKE WOLVERHAMPTON BLACKPOOL HULL YORK DARLINGTON MIDDLESBROUGH SUNDERLAND MEDWAY TOWNS SKIPTON & BRADFORD LHR WARRINGTON LGW NEWPORT SWINDON TORBAY LEICESTER PETERBORO’ CAMBRIDGE IPSWICH HS1 BRENT CROSS INTERCHANGE MK COVENTRY CHESTER PERTH DUNDEE BANGOR CREWE EAST LANCS & HUDDERSFIELD HOLYHEAD LINCOLN LUTON SHREWSBURY DERBY BRISTOL CARDIFF BIRMINGHAM LIVERPOOL MANCHESTER NOTTINGHAM GLASGOW EDINBURGH NEWCASTLE CARLISLE LEEDS SHEFFIELD D ABERDEEN LONDON LN Enhanced city pair link or Heathrow link created by intervention of new HSL & Compass Point Network BI NG SH MA LI LS NE EH GL LHR LN BI NG SH MA LI LS NE EH GL LHR HIGH SPEED UK SCOPE OF INTERVENTION

HIGH SPEED UK: HIGH SPEED SERVICES EXTENDING ONTO CLASSIC NETWORK TO ACCESS SECOND TIER CENTRES

Most longer distance journeys between second tier cities benefit by using HSUK for part of the journey

HSUK in Scotland

High Speed 2

HS2 and Existing Scottish Network

INVERNESS NEWCASTLE ABERDEEN PERTH DUNDEE EDINBURGH STIRLING GLASGOW CARLISLE SCOTTISH RAIL SYSTEM : 1

HS2 & EXISTING SCOTTISH RAIL NETWORK

HS2 HIGH SPEED SERVICES UNLIKELY TO EXTEND NORTH OF FORTH-CLYDE AYR MANCHESTER, BIRMINGHAM LONDON EDINBURGH-GLASGOW HIGH SPEED LINK VIA CARSTAIRS

 HS2 services unlikely to extend

• ff the HS2 Network

 ‘Carstairs’ connection to provide a 32 minute Glasgow Edinburgh journey time

High Speed UK

HSUK Integrated with the Scottish Network

INVERNESS NEWCASTLE ABERDEEN PERTH DUNDEE FORFAR EDINBURGH STIRLING GALASHIELS LOCKERBIE BEATTOCK MELROSE BERWICK ALNMOUTH WOOLER KINROSS COUPAR GLASGOW KELSO NEWTOWN St BOSWELLS HAWICK ANGUS DUMFRIES SCOTTISH RAIL SYSTEM : 2

HIGH SPEED UK INTEGRATED WITH EXISTING NETWORK

CARLISLE AYR LEEDS, SHEFFIELD NOTTINGHAM, MANCHESTER, LIVERPOOL, BIRMINGHAM, LONDON ALNWICK POTENTIAL EDINBURGH BYPASS ALIGNMENT

 HSUK services able to continue

• nto the rest of the Scottish

Network  Direct Glasgow to Edinburgh will provide an 18 minute journey time

High Speed UK

Edinburgh Airport Linkage

INVERNESS NEWCASTLE ABERDEEN PERTH DUNDEE STIRLING GLASGOW SCOTTISH RAIL SYSTEM : 3

ENHANCED RAIL CONNECTIVITY TO EDINBURGH AIRPORT

CARLISLE AYR FORTH BRIDGE NEW RAIL LINKS INTO EDINBURGH AIRPORT EDINBURGH EDINBURGH

 9.1 million passengers used Edinburgh airport in 2012  Forecast to grow to 12.3M by 2020 and 20.5M by 2040  With the proper design of airport rail link many of these passengers will be prefer to access the airport by rail

SLIDE 7

31  EIA passengers in 2012 – 9.1million, forecast to be 12.3M by 2020 and 20.5M by 2040  Circa 4km of new railway required to integrate Edinburgh Airport with Scottish rail network.  Services to/from Edinburgh to all principle conurbations to the north and west can stop directly under Edinburgh airport terminal building.  Why hasn’t this been planned before? 32  Transpennine connectivity (or lack of it) is the key issue for northern communities. 33  HS2 does nothing for Transpennine connectivity.  Northern Hub and electrification via Huddersfield only proposed improvements.  These will not offer standard of intercity comfort, connectivity and journey time reduction comparable with high speed services to London. 34  Abandoned Woodhead corridor offers by far the best Transpennine high speed route.  Also works best as London-Manchester high speed route.  Optimises rail connectivity for Manchester & Liverpool.  Some new construction in Peak District National Park essential.  PDNPA approval required.  Compensatory local benefits essential. 35  New construction for high speed passenger trains permits operation of lorry shuttles.  Lorry shuttles proposed to link M60 to M1 combined with an HGV ban on the A628 Woodhead Pass, the A57 Snake Pass and

• ther trans-peak roads.

 Essential to relieve HGV congestion in Longdendale and avoid extending the M67.  No realistic/acceptable road alternative (Transpeak motorway logical conclusion). High Speed UK

Edinburgh Airport Rail Links

High Speed UK across the Pennines High Speed 2

WESTGATE KIRKGATE

MEADOWHALL

BRIGHOUSE

BRADFORD

SHIPLEY

LEEDS BRADFORD AIRPORT

PENISTONE CLITHEROE COLNE HEBDEN BRIDGE SKIPTON BUXTON STALYBRIDGE

GARFORTH VICTORIA

SHEFFIELD

BURY ALTRINCHAM BOLTON ACCRINGTON BLACKBURN BURNLEY OLDHAM ROCHDALE HALIFAX AIREDALE ROTHERHAM STOCKPORT HYDE MARPLE HUDDERSFIELD BARNSLEY

LEEDS

CASTLE- FORD LONGDENDALE PONTE- FRACT

GLOSSOP SALFORD

TRANSPENNINE

RAIL CONNECTIVITY OFFICIAL PROPOSALS FOR HS2 & NORTHERN HUB

TODMORDEN HS2 – DEDICATED HIGH SPEED ROUTE LONDON & BIRMINGHAM NORTH-EAST

WAKEFIELD

SCOTLAND

DEWSBURY

PICCADILLY

SPEN VALLEY

Trans-Pennine non Connectivity not improved by HS2

High Speed UK

Woodhead Route Restoration

DEWSBURY

WESTGATE KIRKGATE

BRIGHOUSE

BRADFORD

SHIPLEY

LEEDS BRADFORD AIRPORT

CLITHEROE COLNE HEBDEN BRIDGE SKIPTON BUXTON PICCADILLY VICTORIA

SHEFFIELD

BURY BOLTON BURNLEY OLDHAM ROCHDALE HALIFAX AIREDALE ROTHERHAM STOCKPORT HYDE MARPLE HUDDERSFIELD BARNSLEY

LEEDS

CASTLE- FORD LONGDENDALE PONTEFRACT WAKEFIELD

GLOSSOP

ACCRINGTON

SALFORD TODMORDEN

WOODHEAD RAIL

CORRIDOR RESTORATION

TOTAL TRANSPORT SOLUTION

– HIGH SPEED INTERCITY ALTRINCHAM

LOCAL PASSENGER SERVICES HIGH SPEED RAIL ROUTE PENISTONE SPEN VALLEY

High Speed UK

M1 to M60 Lorry Shuttle

DEWSBURY

WESTGATE KIRKGATE

BRIGHOUSE

BRADFORD

SHIPLEY

LEEDS BRADFORD AIRPORT

CLITHEROE COLNE HEBDEN BRIDGE SKIPTON BUXTON PICCADILLY VICTORIA

SHEFFIELD

BURY BOLTON BLACKBURN BURNLEY OLDHAM ROCHDALE HALIFAX AIREDALE ROTHERHAM STOCKPORT HYDE MARPLE HUDDERSFIELD BARNSLEY

LEEDS

CASTLE- FORD LONGDENDALE PONTEFRACT WAKEFIELD

GLOSSOP

ACCRINGTON

SALFORD TODMORDEN

TINSLEY

LORRY SHUTTLE

WOODHEAD RAIL

CORRIDOR RESTORATION

TOTAL TRANSPORT SOLUTION

– LORRY SHUTTLES ALTRINCHAM

LOCAL PASSENGER SERVICES HIGH SPEED RAIL ROUTE LORRY SHUTTLE SERVICES PENISTONE

BREDBURY

LORRY SHUTTLE

SPEN VALLEY

SLIDE 8

36  Opportunity for new local passenger services across Pennines.  Essential for buy-in from local communities. 37  New route also comprises optimum corridor for Transpennine rail freight.  Port of Liverpool connected to Yorkshire.  Immingham/Hull/Teesport connected to Manchester/Liverpool.  Possibility for coast-to-coast ‘land bridge’? 38  High speed route following M1 through Yorkshire better aligned to access isolated Pennine communities.  Direct high speed services to Huddersfield, Bradford & East Lancashire.  Building Bradford CrossRail to join Bradford Exchange to Bradford Forster Square (just 700 metres of new railway) will revolutionise journeys in the region. 39  40  HS2 requires over 70km of tunnel for London-Birmingham route, including Heathrow connection & HS2/HS1 link.  Major additional engineering required to address local environmental issues. High Speed UK

Woodhead Route Local Passenger Services

DEWSBURY

WESTGATE KIRKGATE

BRIGHOUSE

BRADFORD

SHIPLEY

LEEDS BRADFORD AIRPORT

CLITHEROE COLNE HEBDEN BRIDGE SKIPTON BUXTON PICCADILLY VICTORIA

SHEFFIELD

BURY BOLTON BLACKBURN BURNLEY OLDHAM ROCHDALE HALIFAX AIREDALE ROTHERHAM STOCKPORT HYDE MARPLE HUDDERSFIELD BARNSLEY

LEEDS

CASTLE- FORD LONGDENDALE PONTEFRACT WAKEFIELD

GLOSSOP

ACCRINGTON

SALFORD TODMORDEN

TINSLEY

LORRY SHUTTLE

WOODHEAD RAIL

CORRIDOR RESTORATION

TOTAL TRANSPORT SOLUTION

– LOCAL PASSENGERS ALTRINCHAM

LOCAL PASSENGER SERVICES HIGH SPEED RAIL ROUTE LORRY SHUTTLE SERVICES PENISTONE

BREDBURY

LORRY SHUTTLE

SPEN VALLEY

High Speed UK

Trans-Pennine Container Route

DEWSBURY

WESTGATE KIRKGATE

BRIGHOUSE

BRADFORD

SHIPLEY

LEEDS BRADFORD AIRPORT

CLITHEROE COLNE HEBDEN BRIDGE SKIPTON BUXTON PICCADILLY VICTORIA

SHEFFIELD

BURY BOLTON BLACKBURN BURNLEY OLDHAM ROCHDALE HALIFAX AIREDALE ROTHERHAM STOCKPORT HYDE MARPLE HUDDERSFIELD BARNSLEY

LEEDS

CASTLE- FORD LONGDENDALE PONTEFRACT WAKEFIELD

GLOSSOP

ACCRINGTON

SALFORD

SPEN VALLEY

TODMORDEN

TINSLEY

LORRY SHUTTLE

WOODHEAD RAIL

CORRIDOR RESTORATION

TOTAL TRANSPORT SOLUTION – CONTAINER RAILFREIGHT ALTRINCHAM LOCAL PASSENGER SERVICES HIGH SPEED RAIL ROUTE LORRY SHUTTLE SERVICES CONTAINER RAILFREIGHT PENISTONE

BREDBURY

LORRY SHUTTLE

High Speed UK

HS Services extended onto existing Routes

DEWSBURY

WESTGATE KIRKGATE

MEADOWHALL

BRIGHOUSE

CLECKHEATON HECKMONDWIKE

BRADFORD

SHIPLEY

PARISH CHURCH

KIRKLEES

INTERCHANGE LEEDS BRADFORD AIRPORT

PENISTONE CLITHEROE COLNE HEBDEN BRIDGE SKIPTON BUXTON CHAPEL EN LE FRITH STALYBRIDGE PICCADILLY VICTORIA

SHEFFIELD

BURY ALTRINCHAM BOLTON ACCRINGTON BLACKBURN BURNLEY OLDHAM ROCHDALE HALIFAX AIREDALE ROTHERHAM STOCKPORT HYDE MARPLE HUDDERSFIELD BARNSLEY

LEEDS

CASTLE- FORD LONGDENDALE PONTEFRACT WAKEFIELD

GLOSSOP

LIVERSEDGE SALFORD

WOODHEAD RAIL

CORRIDOR RESTORATION HIGH SPEED INTERCITY SERVICES EXTENDING TO EXISTING NETWORK SPEN VALLEY

TODMORDEN LONDON & BIRMINGHAM SCOTLAND & NORTH-EAST SCOTLAND & NORTH-EAST PRESTON & FYLDE BIRMINGHAM & LONDON LIVERPOOL & N.WALES GUIDE BRIDGE

High Speed UK Birmingham and the South Midlands

WATFORD READING UXBRIDGE SLOUGH STAINES OLD OAK COMMON OC OXFORD LUTON AMERSHAM NORTHAMPTON COVENTRY NUNEATON LEAMINGTON HIGH WYCOMBE BEDFORD LEICESTER STEVENAGE LICHFIELD M4 M42 M69 M1 M6 M45 M40 M1 M42 M25 M1 WALSALL M6(T) M6 M5 BCS B’HAM I’NAT’L EUSTON CHILTERNS AONB CHILTERNS AONB M4 M25

HIGH SPEED RAIL:

LONDON TO BIRMINGHAM

HS2 PROPOSALS AS

PER 2011 CONSULTATION

AYLESBURY Name Length (km) HS1 - OOC 6.0 38.0 Euston -Ruislip 17.0 Chiltern 13.3 Southam 1.4 H.Hub E/bound 13.6 30.0 H.Hub N/bound 9.3 Distributors 7.1 MILTON KEYNES HEATHROW AIRPORT

74km

TUNNELED LENGTH

SLIDE 9

41  HSUK route, closely following M1/M6, requires 13km tunnel.  Minimised impact on communities. 42  M1 corridor route passes close to major communities e.g. Luton, Milton Keynes, Northampton, Coventry & Leicester.  All will be fully linked to new high speed network.  4 track HSUK will dramatically release capacity on the existing WCML & MML.  National rail connectivity transformed.  On-line hub station at Leicester. 43  Major opportunity for new services possible with HSUK & East-West Rail combined.  Leicester, Coventry, Luton, Milton Keynes & Northampton become major network hubs.  Chiltern communities directly connected to high speed services.  Also direct links to Heathrow. 44  HS2 passes through Chilterns and rural areas to north with no connection to the existing network for over 100 miles.  Only connection shown as #.  Hence of no benefit to local communities to compensate for disruption and intrusion.  Like building a motorway without interchanges!! 45  HSUK frequently linked (shown as #) to existing network.  This is essential to provide local benefits.

M6(T) M6 M5 WATFORD READING UXBRIDGE SLOUGH BRENT CROSS INTERCHANGE STAINES

HIGH SPEED RAIL:

LONDON TO BIRMINGHAM HIGH SPEED UK

DEDICATED NEW LINES HEATHROW AIRPORT

OXFORD LUTON MILTON KEYNES NORTHAMPTON COVENTRY LEAMINGTON HIGH WYCOMBE BEDFORD LEICESTER STEVENAGE M42 M42 M69 M6 M5 M1 M6(T) M40 M40 M4 M25 M25 M1 M1 M4 M45 M6 WOLVER- HAMPTON EUSTON B’HAM I’NAT’L AMERSHAM CHILTERNS AONB CHILTERNS AONB AYLESBURY Name Length (km) Tube Hub links 2.0 2.0 Hampstead 1.8 10.0 Edgware 3.0 Aldenham 0.8 Luton 4.1 Ridgmont 0.3 Yeading 1.0 1.0

13km

TUNNELED LENGTH

M6(T) M6 M5 WATFORD READING UXBRIDGE SLOUGH BRENT CROSS INTERCHANGE STAINES

HIGH SPEED RAIL:

LONDON TO BIRMINGHAM HIGH SPEED UK INTEGRATED

WITH EXISTING NETWORK HEATHROW AIRPORT

OXFORD LUTON MILTON KEYNES NORTHAMPTON COVENTRY LEAMINGTON HIGH WYCOMBE BEDFORD LEICESTER STEVENAGE M42 M42 M69 M6 M5 M1 M6(T) M40 M40 M4 M25 M25 M1 M1 M4 M45 M6 WOLVER- HAMPTON EUSTON B’HAM I’NAT’L AMERSHAM CHILTERNS AONB CHILTERNS AONB OLD OAK COMMON (OOC) INTERCHANGE BETWEEN GW & WC CROSSRAIL BRANCHES AYLESBURY WALSALL M6(T) M6 M5 WATFORD READING UXBRIDGE SLOUGH BRENT CROSS INTERCHANGE STAINES

HIGH SPEED RAIL:

LONDON TO BIRMINGHAM HIGH SPEED UK :

NETWORK FOCUSSED UPON LUTON & MILTON KEYNES

OXFORD BICESTER LUTON MILTON KEYNES NORTHAMPTON COVENTRY NUNEATON LEAMINGTON HIGH WYCOMBE BEDFORD LEICESTER STEVENAGE M42 M42 M69 M5 M1 M6(T) M40 M40 M4 M25 M25 M1 M1 M4 M45 M6 WOLVER- HAMPTON EUSTON B’HAM I’NAT’L WEMBLEY AMERSHAM CHILTERNS AONB CHILTERNS AONB

KEY TO S.E.MIDLANDS HIGH SPEED

INTERCITY & REGIONAL SERVICES

South Coast/Oxford/MK/Northampton/East Midlands/Yorkshire/North-East/Scotland Euston/MK/Rugby/Stoke/Manchester Euston/(N’ton)/Rugby/Coventry/B’ham Euston/Luton/MK/Rugby/Coventry/B’ham Euston/Luton/Leicester/East Midlands B’ham/Coventry/Rugby/Leicester/East Mids MK/Bedford/Sandy/Letchworth/Cambridge Marylebone/Amersham/Aylesbury/MK Heathrow/High Wycombe/Aylesbury/MK (&

• ther northward services from Heathrow)

Other high speed intercity/regional services

• n high speed line & extending to classic lines

WATER ORTON AYLESBURY M4 HEATHROW AIRPORT SANDY CAMBRIDGE SOUTH COAST FULL REOPENING OF EAST-WEST RAIL ROUTE ANTICIPATED FULL REOPENING OF EAST-WEST RAIL ROUTE ANTICIPATED MIDLAND St JOHNS OLD OAK COMMON (OOC) INTERCHANGE BETWEEN GW & WC CROSSRAIL BRANCHES RICHMOND WATFORD READING UXBRIDGE SLOUGH STAINES OLD OAK COMMON OC OXFORD LUTON AMERSHAM NORTHAMPTON COVENTRY NUNEATON LEAMINGTON HIGH WYCOMBE BEDFORD LEICESTER STEVENAGE LICHFIELD M4 M42 M69 M1 M6 M45 M40 M1 M42 M25 M1 WALSALL M6(T) M6 M5 BCS B’HAM I’NAT’L EUSTON CHILTERNS AONB CHILTERNS AONB M4 M25

HIGH SPEED RAIL:

LONDON TO BIRMINGHAM

HS2 PROPOSALS :

LINKS TO EXISTING NETWORK

AYLESBURY MILTON KEYNES HEATHROW AIRPORT

#

M6(T) M6 M5 WATFORD READING UXBRIDGE SLOUGH BRENT CROSS INTERCHANGE STAINES

HIGH SPEED RAIL:

LONDON TO BIRMINGHAM HIGH SPEED UK

LINKS TO EXISTING NETWORK HEATHROW AIRPORT

OXFORD LUTON MILTON KEYNES NORTHAMPTON COVENTRY LEAMINGTON HIGH WYCOMBE BEDFORD LEICESTER STEVENAGE M42 M42 M69 M6 M5 M1 M6(T) M40 M40 M4 M25 M25 M1 M1 M4 M45 M6 WOLVER- HAMPTON EUSTON B’HAM I’NAT’L AMERSHAM CHILTERNS AONB CHILTERNS AONB OLD OAK COMMON (OOC) INTERCHANGE BETWEEN GW & WC CROSSRAIL BRANCHES AYLESBURY

# # # # # # # # # # # #

SLIDE 10

46  HS2 Ltd say they’ve looked at the M1 route.  But this is nothing like the HSUK scheme.  HS2 Ltd version of ‘M1 route’ via Old Oak Common and Birmingham Airport.  No need for OOC or Birmingham Airport to be on trunk route – much greater priorities elsewhere.  All advantages of following motorway lost through needless lengths of tunnel and rural intrusion. 47  Old Oak Common is not an appropriate strategy to connect HS2 to London’s local rail network.  HSUK must offer alternative solution. 48  London’s main line stations mostly comprise termini.  Termini mostly reliant on the Tube for

• nward connectivity.

 Thameslink & CrossRail offer major improvements.  But Euston is remote from Thameslink & CrossRail, and has only mediocre Tube links. 49  HS2 offers no improvements at Euston.  Supplementary terminal at Old Oak Common required to disperse passengers to CrossRail and Heathrow.  All HS2 trains must stop at Old Oak Common because of the capacity constraint of a two track line.  Old Oak Common stop adds at least 4 minutes to every HS2 journey. 50  CrossRail2 now under active discussion to improve HS2 connectivity at Euston.  CrossRail2 will increase HS2 costs by over £10 billion.

AMERSHAM AYLESBURY WATFORD READING UXBRIDGE SLOUGH HEATHROW AIRPORT OXFORD LUTON NORTHAMPTON COVENTRY LEAMINGTON HIGH WYCOMBE BEDFORD LEICESTER MARKET HARBOROUGH STEVENAGE M4 M42 M69 M1 M6 M45 M40 M1 M42 M25 M1 M6(T) M6 M5 B’HAM I’NAT’L EUSTON CHILTERNS AONB CHILTERNS AONB

HIGH SPEED RAIL:

LONDON TO BIRMINGHAM

M1 ALTERNATIVE AS

REPRESENTED BY HS2 Ltd IN JAN 2012 REPORT

Name Length (km) HS1 - OOC 6.0 44.2 Euston - OOC 9.0 Hemel - OOC 24.8 Luton 4.1 Ridgmont 0.3 MILTON KEYNES OLD OAK COMMON OC

44km

TUNNELED LENGTH

High Speed UK The London Interconnector

PADDINGTON VICTORIA MARYLEBONE St PANCRAS CHARING CROSS EALING BROADWAY LIVERPOOL STREET STRATFORD LEWISHAM RICHMOND CLAPHAM JUNCTION WILLESDEN JUNCTION CANARY WHARF TOTTENHAM COURT ROAD CANNON STREET LONDON BRIDGE FENCHURCH STREET EUSTON BLACK- FRIARS FINSBURY PARK WATERLOO KINGS CROSS OLD OAK COMMON WEST HAMPSTEAD WEMBLEY GREENFORD

LONDON TERMINAL STRATEGY

ORIGINAL CROSSRAIL SCHEME ILLUSTRATING PROPOSED FREQUENCIES

STRATFORD INTERNATIONAL EAST COAST MAIN LINE WEST COAST MAIN LINE CHILTERN GREAT WESTERN MAIN LINE SOUTH WESTERN SOUTH EASTERN

CROSSRAIL

THAMESLINK GREAT EASTERN MAIN LINE

24 tph 12 tph 12 tph 14 tph 10 tph

MIDLAND MAIN LINE

14 tph CROSSRAIL

SOUTH CENTRAL SOUTH LONDON LINE

5 5 3 3 1 3 3 2 3 2 2 1 2

PADDINGTON VICTORIA MARYLEBONE St PANCRAS CHARING CROSS EALING BROADWAY LIVERPOOL St STRATFORD LEWISHAM RICHMOND CLAPHAM JUNCTION WILLESDEN JUNCTION CANARY WHARF TOTTENHAM COURT ROAD CANNON St LONDON BRIDGE FENCHURCH St EUSTON BLACK- FRIARS FINSBURY PARK WATERLOO KINGS CROSS OLD OAK COMMON WEST HAMPSTEAD WEMBLEY GREENFORD

LONDON TERMINAL STRATEGY

HS2 PROPOSALS WITH CROSSRAIL INTERCHANGE

STRATFORD INTERNATIONAL

12 tph 12 tph 24 tph 24 tph 14 tph

HS2 EXITS LONDON ALONG CENTRAL LINE CORRIDOR

CROSSRAIL

HS2

HS2-HS1 LINK

HS1

PADDINGTON VICTORIA MARYLEBONE St PANCRAS CHARING CROSS EALING BROADWAY LIVERPOOL St STR LEWISHAM RICHMOND CLAPHAM JUNCTION WILLESDEN JUNCTION TOTTENHAM COURT ROAD CANNON St LONDON BRIDGE FENCHURCH St EUSTON BLACK- FRIARS FINSBURY PARK WATERLOO KINGS CROSS OLD OAK COMMON WEST HAMPSTEAD WEMBLEY GREENFORD

LONDON TER STRATEGY

HS2 PROPOSA CROSSRAIL 2 IN 24 tph 24 tph 14 tph CROSSRAIL

HS2

HS2-HS1 LINK

HS1

SLIDE 11

51  HSUK will be able to offer direct connection with Thameslink at Brent Cross Interchange.  Not all trains will need to stop at Brent Cross as HSUK is a four track Railway  HSUK primary London terminal at Euston.  Euston poorly connected to Tube network.  Strategy required to improve connectivity to local rail & Tube network 52  Passenger dispersal strategies required.  Divert WCML commuter traffic to CrossRail.  Heathrow passengers routed direct to airport via Compass Point network.  Construct Kings Cross-Euston-Tottenham Court Road-Waterloo interconnector.  4.4 minute journey time to Waterloo!!  Old Oak Common becomes western hub of CrossRail, spurring major development. 53  Better rail access to Heathrow is essential for international connectivity to UK regions.  Major passenger flows sufficient to support rail flows to regions. 54  Yet Heathrow only connected to central London.  Hence most regional connections to Heathrow via inadequate Piccadilly Line.  Heathrow connectivity could be revolutionised by Compass Point proposals.  Direct connections to HSUK at Brent Cross  Direct services from all major conurbations to Heathrow terminals (T1/2/3 & T5). 55  Compass Point uses existing Heathrow Express tunnelled infrastructure.  Requires just 6km of new railway from Northolt Junction to Hayes.  Also a short connecting chord line at Neasden.  Avoids the capacity constrains of the GWML via Ealing.  All other route elements of Compass Point (Airtrack & Western Link) already planned.

VICTORIA MARYLEBONE St PANCRAS CHARING CROSS EALING BROADWAY LIVERPOOL St STRATFORD LEWISHAM RICHMOND CLAPHAM JUNCTION WILLESDEN JUNCTION TOTTENHAM COURT ROAD CANNON St LONDON BRIDGE FENCHURCH St EUSTON BLACK- FRIARS FINSBURY PARK WATERLOO KINGS CROSS BRENT CROSS INTERCHANGE WEST HAMPSTEAD GREENFORD

LONDON TERMINAL STRATEGY

HSUK SCHEME FOCUSSED ON ENHANCED EUSTON

STRATFORD INTERNATIONAL

12 tph 24 tph 14 tph

PADDINGTON

14 tph

TO READING & HEATHROW

CROSSRAIL

HS1

THAMESLINK HIGH SPEED UK

WEMBLEY CANARY WHARF

12 tph

VICTORIA MARYLEBONE St PANCRAS CHARING CROSS EALING BROADWAY LIVERPOOL St STRATFORD LEWISHAM RICHMOND CLAPHAM JUNCTION WILLESDEN JUNCTION TOTTENHAM COURT ROAD CANNON St LONDON BRIDGE FENCHURCH St EUSTON BLACK- FRIARS FINSBURY PARK WATERLOO KINGS CROSS OLD OAK COMMON BRENT CROSS INTERCHANGE WEST HAMPSTEAD GREENFORD

LONDON TERMINAL STRATEGY

HSUK SCHEME FOCUSSED ON ENHANCED EUSTON

STRATFORD INTERNATIONAL

12 tph 24 tph 24 tph

PADDINGTON

10 tph

TO READING & HEATHROW

2 tph

TO HIGH WYCOMBE

6 tph

TO WATFORD

2 tph TO AMERSHAM

& AYLESBURY

4 tph CROSSRAIL

2.0 4.4 1.1

HS1

THAMESLINK HIGH SPEED UK

WEMBLEY CANARY WHARF

12 tph

High Speed UK Heathrow and Gatwick

Passengers in 2012 Heathrow 70.0 M Gatwick 34.2 M 50.0% of all UK Airline Passengers

High Speed UK

Heathrow Compass Point Connections

In addition the Piccadilly Line links all 5 terminals with central London

WATFORD READING UXBRIDGE SLOUGH BRENT CROSS INTERCHANGE STAINES

HEATHROW AIRPORT

OXFORD HIGH WYCOMBE M40 M4 M25 M25 M4 EUSTON B’HAM I’NAT’L AMERSHAM CHILTERNS

AONB

OLD OAK COMMON (OOC) INTERCHANGE BETWEEN GW & WC CROSSRAIL BRANCHES

# # # High Speed UK

Achieving the Compass Point Connections

SLIDE 12

56  Heathrow direct services spread to all primary regional cities.  No need for feeder flights to Heathrow.  Alternative ‘hub & spoke’ aviation model possible – with rail as spokes.  Pressure to expand Heathrow is reduced. 57  Heathrow’s 2 runways predicted not to be sufficient for future expansion.  A second runway can be provided at Gatwick where the space is already reserved and available from 2019.  This is the multi-site hub operation previously known as ‘Heathwick’  Unprecedented – but practical. 58  Heathrow-Gatwick high speed rail link required.  It would give LHR T5 to LGW journey times of just 15 minutes.  Direct regional services to Heathrow extend to Gatwick.  Dedicated ‘airside’ shuttle services for transit passengers / luggage / cargo.  Proposal submitted to Davies Commission 59  ‘Heathwick’ idea has been dismissed by DfT and aviation industry.  But high speed rail link between Heathrow and Gatwick was never considered in the context of a national high speed rail network. 60  Speed not the priority for HSUK.  But let’s suppose that it is.  HSUK timings from London to key cities compared with HS2.  HSUK has superior timings to all cities except Manchester.  Reason: extra HS2 stop at Old Oak Common and circuitous route to east-sided cities. High Speed UK

Compass Point Connections for Heathrow

Direct Services from large parts of the UK will be able to access Heathrow directly (T1/2/3&5) without changing trains

High Speed UK

Connecting Heathrow with Gatwick

 Heathrow has 2 runways and Gatwick has 1  An extra runway is needed and at Gatwick

there is reserved space and plans for it

High Speed UK

Connecting Heathrow with Gatwick

 Trains on a high speed link from Heathrow

T5 could reach Gatwick in 15 minutes

 Two types of train could run on the link  Land side rail services as part of the

access services to both airports

 Air side services allowing passengers to

transfer between terminals LHR 1/2/3 and LHR 5 and LGW South Terminal

 DfT are well aware of this proposal  High Speed UK has resubmitted the idea

to the Airports Commission in July 2013

High Speed UK

Connecting Heathrow with Gatwick

It is most unlikely that anyone at DfT has seriously considered the Heathwick inter- connector as an integral part of a national high speed rail network

HSUK Journey Time Reductions

Before calculating Journey Time reductions a specimen timetable for the whole network has to be created

Speed km/h

HSUK route

Time (min) HSUK gain Time (min)

HS2 route

400 61.9 London - OOC - M'hall 360 London - M'hall direct 57.3 7.7 65 London - OOC - M'hall 320 London - M'hall direct 60.8 8.7 69.5 London - OOC - M'hall 280 London - M'hall direct 66.6 9.7 76.3 London - OOC - M'hall 400 78.1 London - OOC - M'hall - Leeds 360 London - M'hall - Leeds 75.1 6.2 81.3 London - OOC - M'hall - Leeds 320 London - M'hall - Leeds 78.5 7.8 86.3 London - OOC - M'hall - Leeds 280 London - M'hall - Leeds 84.2 9.7 93.9 London - OOC - M'hall - Leeds 400 67.1 London - OOC - Manchester 360 London - Manchester direct 75.6

• 4.5

71 London - OOC - Manchester 320 London - Manchester direct 79.3

• 3.1

76.2 London - OOC - Manchester 280 London - Manchester direct 85.3

• 1.7

83.6 London - OOC - Manchester 400 46.6 London - OOC - Birmingham 360 London - Birmingham direct 46.3 2.1 48.4 London - OOC - Birmingham 320 London - Birmingham direct 48.4 2.4 50.8 London - OOC - Birmingham 280 London - Birmingham direct 51.9 2.7 54.6 London - OOC - Birmingham

SLIDE 13

61  The 33 primary and secondary cities (includes

LHR) form this matrix of 528 city pairs.

 HS2 reduces journey times between 34 city pairs with hourly frequency services or better (red) – just 6.5% of the city pairs.

 HS2 actually worsens journey times or adds

an additional change between 52 city pairs () – 9.8%.

 HS2 has no impact on 442 city pairs – 83.7%  Service data – new KPMG report pages 91/2

62  This diagram shows the same 528 city pairs  HSUK reduces journey times for 498 city pairs at hourly frequency or better (green)  That is 94.3% of the city pairs  The average journey time reduction for the 498 city pairs is 40%.  More time is saved on inter-regional rather than London-centric journeys.  HSUK fails to reduce journey times for just 30 city pairs (white) – e.g. Doncaster / P’boro. 63  Enhancements to existing network required to enable high speed flows through existing hub stations. 64  Impact of construction greatly reduced along existing corridors.  Impact of continued presence similarly reduced.  Compensation for neighbouring communities from improved connectivity.  Archaeology along historic existing corridors must be considered.  SSSIs and Ancient Woodlands less prevalent along existing corridors. 65  HS2’s carbon-neutral performance not compliant with 2008 Climate Change Act.  CO2 savings derive principally from road to rail modal shift.  HSUK is far more able to compete with road traffic and will generate greater modal shift.  Hence HSUK has far greater potential to reduce transport sector CO2 emissions.

HS2 Journey Time Reductions

 Primary conurbations in yellow  Secondary in blue  Very little journey time reduction for most city pairs

HSUK Journey Time Reductions

 Primary conurbations in yellow  Secondary in blue  Average Journey time reduction

40%

HSUK Capacity Enhancements

To fully exploited HSUK a number of capacity enhancement works required

 Coventry to Birmingham 4 tracking  Soho to Grand Junction Line  Bradford Crossrail  Nottingham Grantham speed up  Reinstate Bottesford to Newark  Reinstate Derby GNR route

HSUK and the Environment

More work is required in the following areas

Impact of Construction Impact of continued presence Protection of archaeology Results from Magic (DEfRA web

site)

HSUK and Emissions

More work required in the following areas

 HS2 seems to be trying to compete with

internal aviation.

 CO2 emissions reductions HS2 100Mt

(million tonnes) HSUK 600Mtonnes over the project lifetime

 HSUK expected to achieve 5 times the

modal shift

SLIDE 14

66  HS2 ‘Y’ and HSUK equivalent compared for route length and tunnel length.  HSUK’s more efficient configuration requires shorter route length.  HSUK’s east-sided routeing and alignment with existing corridors requires circa 50% less tunnelling. 67  Shorter route and tunnel length correspond to lower cost.  Lower design speed and easier topography also result in lower costs. 68  There is no logic for Government to pursue the HS2 proposals.  HSUK can deliver every output promised for HS2 – and much more besides.  HSUK will cost 25% less than HS2.  With full mapping and network design already undertaken, and with easier & less controversial routeing, HSUK can be delivered in a much shorter timescale. 69  70 

HSUK / HS2 Route length comparison

HSUK / HS2 Comparison of Route Length - km

HS2 Open country km 446.6 Tunnel km 99.9 Total length km 546.5 Open country km 457.0 Tunnel km 79.1 Total length km 536.1 Total Route Length km 1082.6 % in Tunnel 16.5 km in tunnel 180.0

Ph 1 + 2 Ph 3+4

HSUK 417.8 45.7 463.5 473.1 28.9 502.0 965.5 7.7 74.6

This is the essence of why HSUK is cheaper

HSUK / HS2 Route Construction Cost Comparison HS2 £B Ph 1 + 2 29 Ph 3 + 4 27 Total 56 HSUK £B 23 19 42

HSUK will be 25% cheaper to build

Call on Government

 To abandon work on the HS2 Hybrid Bill

immediately and stop wasting £13M of taxpayers money per month

 To evaluate the High Speed UK fairly  To appoint KPMG to make the same

benefit assessment of HSUK as they have

• f HS2

 To ensure that the ideas underlying High

Speed UK are properly understood by engaging directly with High Speed UK

Please Sign Our Petition

 If you agree with our evaluation of HS2

revealing its complete lack of merit as a scheme then please sign our petition on

• ur web site

www.highspeeduk.co.uk

 On the web site you will find detailed

information about the High Speed UK proposals and an invitation to contribute to our fighting fund

Contact Us

 Final details to be decided

SLIDE 15

71  Thank you for your attention Any Questions?