Written evidence from Graham Earl Collyer
are the main arguments either for or against HSR
Answer Question 1
benefits that HSR is alleged to deliver are completely and fundamentally
flawed. The supporting evidence for my statement can be found
by looking back at the way HS2 Ltd in conjunction with the DfT
have consistently changed their way of "selling" the
project to the tax payers of this country (of which the vast majority
will see NO benefit). How can the public take this major transport
project seriously if the organisations actively involved in delivering
the project are having so much trouble substantiating and promoting
there were outstanding business benefits, amazing environmental
benefits irresistible trade and economic benefits for the country,
I'm sure there would be great public support for such a scheme,
but this couldn't be further from the truth.
alternative RP2 proposal has in my option been almost completely
overlooked, despite the enormous cost benefits it offers, whilst
still delivering almost all the requirements of HS2. Of course
there are much greater benefits for RP2 than just financial. One
of the greatest being to protect our environment from irreparable
and significant destruction.
thing that HS2 cannot be accused of and that is being environmentally
friendly. How can you propose a project of the magnitude of HS2
and "forget" to take into account the environmental
impact of construction?
does HSR fit with the Government's transport policy objectives
1. HSR is designed to improve inter-urban
connectivity. How does that objective compare in importance to
other transport policy objectives and spending programmes, including
those for the strategic road network?
Answer Question 2.1
already have a rail network that serves our major cities, and
which could I believe be improved by the implementation of RP2.
general underinvestment and lack of maintenance on our road network
has massive cost, business and other detrimental implications.
I believe that investment in our road network would be far better
use of funds, would benefit many more people more and have greater
long term economic rewards when compared to HS2.
2. Focusing on rail, what would be the implications
of expenditure on HSR on funding for the "classic" network,
for example in relation to investment to increase track and rolling
stock capacity in and around major cities?
Answer Question 2.2
is inevitable due to the vast sum of money that the HS2 project
would consume, even if it were to come in on time and budget (which
on past performance of major construction projects would be very
hard to visualise) that there would be a detrimental "knock
on" effect to funding of the "classic" network.
Which, in itself would have a negative impact on business and
economic growth for the future.
3. What are the implications for domestic
Answer Question 2.3
the implications for domestic air travel due to HS2 are minimal,
as 80% of the Manchester to London movements are currently by
rail. In addition there has been a steady decline in domestic
travel especially from Heathrow for a considerable amount of years.
I cannot help noticing that this decline co-insides with the explosion
of IT services and the inevitable "new" ways of conducting
1. How robust are the assumptions and methodology
- for example, on passenger forecasts, modal shifts, fare levels,
scheme costs, economic assumptions (eg about the value of time)
and the impact of lost revenue on the "classic" network?
Answer Question 3.1
fundamental business case assumes some very impressive facts and
figures to help build an "acceptable" argument. In the
initial months of the proposal, growth was estimated at 267%,
this figure has now been downgraded by HS2 to 100%. Unfortunately
this upset the benefit ratio figures for HS2, so to counteract
this they increased the forecast period by 10 years.
would have to question any models and forecasts on any aspects
put forward by HS2 if they so readily amend and manipulate figures
2. What would be the pros and cons of resolving
capacity issues in other ways, for example by upgrading the West
Coast Main Line or building a new conventional line?
Answer Question 3.2
highlighted elsewhere in this document I believe RP2 addresses
the requirements that HS2 are setting out to provide, but at far
less cost both in financial, environmental impact, noise and disruption
3. What would be the pros and cons of alternative
means of managing demand for rail travel, for example by price?
4. What lessons should the Government learn
from other major transport projects to ensure that any new high
speed lines are built on time and to budget?
Answer Question 3.4
assignment and strict budget and time constraints from construction
companies are the most obvious way to bring any major transport
project in successfully and within budget. But all to often especially
when spending tax payers money there seams to be an open cheque
1. The proposed route to the West Midlands
has stations at Euston, Old Oak Common, Birmingham International
and Birmingham Curzon Street. Are these the best possible locations?
What criteria should be used to assess the case for more (or fewer)
2. Which cities should be served by an eventual
high speed network? Is the proposed Y configuration the right
3. Is the Government correct to build the
network in stages, moving from London northwards?
4. The Government proposes a link to HS1 as
part of Phase 1 but a direct link to Heathrow only as part of
Phase 2. Are those the right decisions?
rebalancing and equity
1. What evidence is there that HSR will promote
economic regeneration and help bridge the north-south economic
Answer Question 5.1
HS2 Ltd own forecasts show that the major growth in travel would
be into London, so how does this help bridge the north-south divide?
2. To what extent should the shape of the
network be influenced by the desirability of supporting local
and regional regeneration?
3. Which locations and socio-economic groups
will benefit from HSR?
Answer Question 5.3
from the French TGV shows that locations that were thought initially
to benefit do not always do so.
for the socio-economic groups that would benefit most, this would
predominately be high earning business people as stated by HS2
Ltd. Therefore the minority not the majority of the population.
4. How should the Government ensure that all
major beneficiaries of HSR (including local authorities and business
interests) make an appropriate financial contribution and bear
risks appropriately? Should the Government seek support from the
EU's TEN-T programme?
1. What will be the overall impact of HSR
on UK carbon emissions? How much modal shift from aviation and
roads would be needed for HSR to reduce carbon?
Answer Question 6.1
previously mentioned, the construction of HS2 has NOT taken into
account ANY carbon emissions, so without this data it is very
hard to asses the shift that would be required from air and roads
for HS2 to reduce carbon. Of course what we do know is that HSR
is by definition a high carbon producer when compared to say other
forms of rail travel.
2. Are environmental costs and benefits (including
in relation to noise) correctly accounted for in the business
Answer Question 6.2
the environmental costs have NOT been correctly accounted for
as a complete and thorough assessment of the environmental impact
will not be conducted until AFTER the consultation period is completed.
believe the noise assessment is also flawed, as the standards
used appear to be deliberately misleading as they don't take into
account the background setting in the most rural areas of the
route, and the fact that aerodynamic noise is the major problem
with high speed of which conventional sound barriers are mostly
3. What would be the impact on freight services
on the "classic" network?
Answer Question 6.3
HS2 has been conceived with NO freight consideration (it would
obviously spoil the proposed 20 minute time saving that HS2 is
supposed to deliver) I believe that the impact on freight services
on the "classic" network would be negligible even taking
into account the "freeing up" of the "classic"
network offered by HS2.
4. How much disruption will be there to services
on the "classic" network during construction, particularly
during the rebuilding of Euston?
Answer Question 6.4
disruption caused by the rebuilding of Euston in particular is
almost immeasurable. Again this is another example of the benefit
of RP2. Whilst there would still be major logistical and disruption
issues, I believe they would be no where near the scale that HS2