21.09.17
Yes, HS2 is on track
Source: RTM Aug/Sep 17
Jim Steer, director of Greengauge 21, reflects on what have been a busy few months for HS2 and the progress made to date.
In its review of post-general election investment priorities, the National Infrastructure Commission (NIC) called for government to “introduce the hybrid bill for phase 2a (Birmingham to Crewe) of HS2 and publish the finalised route for phase 2b (Crewe to Manchester and Birmingham to Leeds), including connections with HS3, and let the major work contracts for the project, by the end of July 2017”.
Against these targets, government has performed well, hitting all of them bar one. Only the question of connections with HS3 are left unresolved – and these are a matter for Transport for the North (TfN) to address, not DfT, hopefully by the end of 2017. And nobody can accuse the department of a reluctance to publish background material: over 100 documents were released in July, including an updated strategic case.
The prompt decision on seeking Parliamentary powers for the acceleration of the phase 2a route to Crewe by 2027 – expected to cost £3.2bn – is a clear indication of government’s resolve now that phase 1 has Royal Assent. Key questions about the design of Crewe Hub are out for consultation. This is for the DfT, not HS2 Ltd, to resolve: in effect the question is the extent to which the existing station and its outdated track layout should be modernised – a task started in the 1960s but never finished. It is to be hoped that a composite funding package can be developed, even in this chastened time of cutbacks to Network Rail capital programmes. The phase 2a journey time benefits for Manchester, Liverpool, Preston and Scotland (each faster by 13-14 minutes) will be very welcome in any event, but it will be Crewe station acting as a major hub interchange that will broaden the benefits of HS2 across Cheshire, North Staffordshire and Wales.
© HS2
Decisions on HS2’s phase 2b alignment have not been straightforward, but the extended period of consultation has led to several important refinements, and a key decision: on the eastern limb Meadowhall is dropped and instead a more easterly route is to be taken, with Sheffield to be served by spurs, using the existing network to reach Sheffield Midland station. This means that at least one of TfN’s connectivity aims – a 30-minute journey time between Leeds and Sheffield – can be delivered by HS2. Again, HS2 Ltd can stand back to see how the works on the existing network – which must include electrification – will be funded and delivered.
The civils works contracts let for phase 1 were announced in July as well. While not covering the new HS2 stations, for which separate tendering is at an advanced stage, they do cover the major tunnelling works and the whole of the 192km phase 1 alignment. The published contract values total £6.6bn. The contract prices, seen within a context of the total phase 1 budget of £27bn, goes a long way to help counter the repeated suggestions that HS2’s budget is out of control.
In an unrelated development, plans were announced in August by UK Central Solihull Urban Growth Company for a much-revised approach to the design and function of the HS2 phase 1 Birmingham Interchange station. Instead of a mega-scale car park (with up to 7,500 spaces) and a focus on car access, the revised plan envisages a development around the station of housing and new employment centres, and Midlands Metro services. The expected impact on the local economy is up to +£4bn GVA. This will require some changes, evidently, to the HS2 station design, and variations will be sought accordingly to the planning powers already granted.
Taken together with the change in South Yorkshire that dropped Meadowhall, this would mean abandoning the large-scale park and ride focus of two out of three HS2 stations. This is probably a wise adaptation from the earliest plans, which date back to 2010-11 when Connected Autonomous Vehicles were just a dream on the distant horizon. But as they get closer to reality, if cars can be driven away autonomously, why use key development land to provide a space for them to park at HS2 stations for the day?
In summary, the NIC should be satisfied that HS2 is – at this stage – on programme. Questions remain about how the works to fund improvements to the existing network – and these will determine how much of a stimulus HS2 can deliver to regional economies such as the Sheffield city region, and the very wide catchment of Crewe. The NIC needs to turn its attention next to funding and delivering the work needed on the existing network to accommodate HS2 services and broaden the project’s economic benefits. Ministers will determine CP6 funding (2019-24) in mid-October.
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