1. Do you agree that there is a strong case for enhancing the capacity and performance of Britain’s inter-city rail network to support economic growth over the coming decades?
We agree that a national high speed rail network is a once in a generation opportunity to reshape Britain's economic geography and infrastructure, helping to bridge the north-south divide through improvements in journey times and better connection between cities. With lines such as the West Coast Mainline, which connects London Euston to Glasgow, approaching full capacity, the proposed network has focused on easing the UK's overcrowded and overburdened railway network while creating a modern, efficient and reliable transportation system.
Without the capacity uplift that HS2 will provide, there is likely to be further overcrowding on many of the existing rail services. The alternative would be to substantially increase fares to manage demand. The resultant decline in travel capability will greatly damage the potential economic growth of the regions.
2. Do you agree that a national high speed rail network from London to Birmingham, Leeds and Manchester (the Y network) would provide the best value for money solution (best balance of costs and benefits) for enhancing rail capacity and performance?
We agree that a national high speed rail network would provide the best solution to the capacity problem. The new network would release substantial capacity on the existing lines, increasing their capacity for both commuter and freight services.
A national high speed rail network will benefit passengers through substantially reduced journey times, reduced train congestion and overcrowding. A true national – and international – rail network will be created through its links to Crossrail, the Channel Tunnel and Heathrow.
Furthermore, a high speed rail network will help reshape and rebalance Britain’s economic geography and bring benefits to the whole country, in particular the Midlands, the North West and North East, through to Scotland.
The counter argument – the upgrading of existing lines – is a short term and unsustainable answer to the capacity issue and the high level of disruption it will bring to the existing network should also count against it.
3. Do you agree with the Government’s proposals for the phased roll-out of a national high speed rail network, and for links to Heathrow Airport and the High Speed 1 line to the Channel Tunnel?
The high speed network will take two decades to construct employing a significant portion of the industry resource to complete meaning some form of phasing is inevitable. With the West Coast Main Line forecast to hit its capacity limit around 2020, the first part that needs to be opened is the London to West Midlands section and we support the Government’s view in this area.
It is our view that the further construction of the full network - north of Birmingham to Leeds and Manchester - should continue without delay following completion of the initial section. The wealth of the country will be improved by the economic benefits the project will bring and we see no point in delaying the realisation of these benefits. With the positive business case underlying the project, securing funding through multiple avenues and sources should mean its construction should not be a burden on the country’s finances.
The link from HS2 to HS1 should be part of the first phase to ensure the international connectivity is provided from the outset. The demand for this will grow from its existence and take people out of planes and onto trains.
The justification for the Heathrow Spur is linked directly to the airport’s desire for improved access from areas beyond London and needs to be seen in this context. The phasing of this is also down to the airport’s surface access requirements, but we suspect its earliest provision is the preference as recently called for by the London Chamber of Commerce.
4. Do you agree with the principles and specification used by HS2 Ltd to underpin its proposals for new high speed rail lines and the route selection process HS2 Ltd undertook?
We believe the principles and specification used for HS2 broadly deliver the capacity and journey objectives required and therefore form a strong basis for the current proposals being put forward.
While we are broadly supportive of the proposals and the selection processes used, we believe that better solutions moving forward can be delivered through a wider engagement of stakeholders and affected parties to achieve better outcomes than currently exist. Our comments specifically relate to revenues arising from non-rail related activities and benefits that can arise for those not directly engaged with the project.
For example, the regeneration of the community assets adjacent to stations will generate significant revenue which has not necessarily been fully considered in the selection process to date, just the impact.
5. Do you agree that the Government’s proposed route, including the approach proposed for mitigating its impacts, is the best option for a new high speed rail line between London and the West Midlands?
The Government’s proposed route makes sense starting at a London Terminus, connecting to Crossrail (potential connectivity with HS1, therefore Europe, and Heathrow) and on to Birmingham.
A new high speed network will require good connections to the existing network to allow connectivity to cities beyond Birmingham.
The steps taken to mitigate the impact created by high speed rail are necessary and a wide engagement of stakeholders will aid the identification of the most appropriate ways to minimise these.
6. Do you wish to comment on the Appraisal of Sustainability (AoS) of the Government’s proposed route between London and the West Midlands that has been published to inform this consultation?
To give a balanced response to the sustainability issues that have been addressed in the AoS, we believe it is vital to look at them within the context of the greater restructuring of UK infrastructure that will be occurring simultaneously over the next two decades.
For example, the proposals called for in the recent Electricity Market Reform White Paper, including a significant (80 per cent) decarbonisation of the UK’s energy supply, will go a long way to delivering the sustainable energy supply that will enable the high speed network to reduce greenhouse gas emissions as compared to other modes of transport.
As a direct comparison of the three major forms of transport, a study undertaken by Greengauge 21 in 2009 found that high speed rail already has significant carbon advantages over both air and car travel. Furthermore, by lessening the travel times between London and the North and Scotland, there is likely to be a reduction in the level of domestic air travel.
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Editors Note:
Davis Langdon, an AECOM company, is a leading global construction consultancy, providing managed solutions for clients investing in infrastructure, property and construction. The company has worked on some of the most complex and challenging projects around the world, including the Tate Modern and the Eden Project in the United Kingdom; Estadio do Dragao in Portugal; Abu Dhabi International Airport; Grand Egyptian Museum in Cairo, Egypt; the Gateway Bridge in Brisbane, Australia; the Transbay Terminal in San Francisco, U.S.A.; the Gautrain Rapid Rail Link in Johannesburg, and the Green Point Stadium – built for the 2010 FIFA World Cup – in Cape Town, South Africa. As well as being the recipient of a number of regional accolades for excellence, Davis Langdon has been named World Architecture’s ‘Top International Construction Consultant’ for 18 successive years. The company employs approximately 3000 people in more than 75 offices globally, spanning Europe, the Middle East, Australia and New Zealand, Africa and the USA.
In October 2010 Davis Langdon joined AECOM Technology Corporation, a leading provider of professional technical and management support services for government and commercial clients around the world.
About AECOM
AECOM is a global provider of professional technical and management support services to a broad range of markets, including transportation, facilities, environmental, energy, water and government. With approximately 45,000 employees around the world, AECOM is a leader in all of the key markets that it serves. AECOM provides a blend of global reach, local knowledge, innovation and technical excellence in delivering solutions that create, enhance and sustain the world's built, natural, and social environments. A Fortune 500 company, AECOM serves clients in approximately 125 countries and had revenue of $7.3 billion during the 12 months ended March 31, 2011. More information on AECOM and its services can be found at www.aecom.com.
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