Written evidence from Milton Keynes Council
(HSR 25)
1. This is a submission by Milton Keynes Council
to the Transport Select Committee Inquiry into the Strategic Case
for High Speed Rail (HSR).
2. RELATING TO
QUESTION—(HOW
DOES HSR FIT
WITH THE
GOVERNMENT'S
TRANSPORT POLICY
OBJECTIVES?), SUB-QUESTION
1
Milton Keynes is the fastest-growing urban area in
the country and has a strong economy with lots of potential for
growth (see Centre for Cities reports); and the Council therefore
recognises the importance of inter-urban connectivity to maximise
Milton Keynes' economic potential and meet rising demand. Milton
Keynes Council would therefore be interested to explore the implications
of any proposal for an intermediate station on High Speed 2 (HS2)
in this area. Such a station, if served by some of the trains
to/from places north of Preston, including Glasgow, would add
to the inter-urban connectivity achieved by HS2.
3. RELATING TO
QUESTION 2, SUB-QUESTION
2
The rapid growth of Milton Keynes also means that
remaining capacity on the West Coast Main Line will be used up
in trying to meet the resulting increased demand ahead
of the opening of HS2. There is therefore a need for early West
Coast Main Line train service improvements, achieved through infrastructure,
operational and other changes, to ensure Milton Keynes' continued
and improved connectivity with other major centres in the years
up to the opening of HS2. These improvements should then be able
to be built upon to take advantage of the capacity released by
the opening of HS2 to ensure and expand inter-urban connectivity
between Milton Keynes and other major centres. In particular,
Milton Keynes will need more trains to/from London and the West
Midlands, as well as new all-day through services to and from
North West England and Central Scotland.
4. RELATING TO
QUESTION 3 (THE
BUSINESS CASE)
Part of the business case for HSR, specifically HS2
at the moment, must include the capacity released on the West
Coast Main Line for the introduction and expansion of fast train
services for those major centres on it not served by HS2, including
Milton Keynes. The draft timetable currently in circulation for
an HS2 era West Coast Main Line shows for Milton Keynes a slower
service to/from the West Midlands with no increase in frequency,
retention of the hourly Manchester service, and possible loss
of the hourly fast Crewe (for connections to/from north) and Chester
service to HS2. The additional services proposed are an hourly
fast service to Crewe, then on to Lancashire, Cumbria and Glasgow,
and additional semi-fast services to the West Midlands and Trent
Valley. However Milton Keynes really requires more fast services
to/from the other major centres of the West Midlands, Manchester,
Liverpool and Glasgow, as inferred in paragraph 3. Also, more
fast services to/from London will be needed. Advantage should
be taken of the benefits of implementing such a fast train timetable
on the West Coast Main Line to improve the business case for HS2.
Should an HS2 station be built in this area, the improved business
case made for HS2 by providing fast trains between Milton Keynes
and Central Scotland via the West Coast Main Line might be at
least partly replaced by an improvement to the business case for
HS2 based on the new station.
5. RELATING TO
QUESTION 4 (THE
STRATEGIC ROUTE)
Paragraph 2 above mentions the inter-urban connectivity
effect of a possible station in this area. The positive impact
of such a station on the economic growth of the area could also
be taken into account. With reference to the connection with HS1,
the decision to locate the London terminus at Euston strongly
suggests that a passenger connection, eg, a travelator, should
be built between it and Kings Cross/St. Pancras. Similarly, Birmingham's
HS2 station at Curzon Street could be better connected to the
rest of the West Midlands rail network, eg, by being served by
the Cross-City line and some other suburban and regional services.
6. RELATING TO
QUESTION 6 (IMPACT)
Any disruption to train services and inconvenience
to passengers caused by the rebuilding required of Euston station
to accommodate HS2 must be minimised. We do not know how the rebuilding
of Euston and its approach tracks will be managed and scheduled,
but would be very concerned if this involved reduction of train
services, or even a lack of improvement of them, at a time of
growth.
7. Should there be any queries relating
to this submission, the contact at Milton Keynes Council is Steve
Mortimer at Civic Offices, 1 Saxon Gate East, Milton Keynes, MK9
3EJ.
May 2011
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