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HigH Speed RailInternational case studies review

March 2014

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High speed rail – international case studies review

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Contents

1 Introduction 6

2 International context 8

2.1 Overview of high speed rail around the world 8

2.2 Key characteristics of different networks 9

2.3 Key characteristics of proposed HS2 network 14

2.4 Economic impact of high speed rail 17

2.5 Our approach 18

3 Case studies 20

3.1 France TGV: Lille Europe 20

3.2 France TGV: Lyon Part-Dieu 23

3.3 France TGV: Roissy Charles de Gaulle Airport 24

3.4 Spain AVE: Cordoba 26

3.5 Spain AVE: Zaragoza 28

3.6 Spain AVE: Ciudad Real 29

3.7 Germany ICE: Limburg Sud and Montabaur Stations 30

3.8 Japan Tokaido Shinkansen: Kakegawa Station 32

3.9 Japan Tokaido Shinkansen: Nagoya Station 33

3.10 United Kingdom High Speed One: St Pancras International 34

4 Common trends and lessons learned 37

5 Conclusion 42

Appendix A: Bibliography 44

List of figures

Figure 1: International high speed rail 9

Figure 2: HSR models according to the relationship with conventional services 12

Figure 3: Modal shift in France and Spain 13

Figure 4: The proposed HS2 network 16

Figure 5: French high speed rail 20

Figure 6: Spanish high speed rail 26


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Figure 7: Passenger station changes 27

Figure 8: German high speed rail 30

Figure 9: Japanese high speed rail 32

List of tables

Table 1: Rationales 10

Table 2: Measures of success 18


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Executive summary The proposed new high speed rail network - High Speed Two (HS2) - is a major infrastructure project that will transform capacity and connectivity in the UK. It is important to make best use of analysis and evidence to understand the potential impact of this investment.

Over the past 50 years, since the first high speed rail (HSR) line opened in Japan in 1964, our international competitors have continued to invest in the development of HSR networks. By 2013, over 21,000km of high speed railway was in operation worldwide, with a further 14,000km under construction and over 16,000km planned1. As part of developing a strong evidence base, there is value in examining the international experience of HSR.

Given the complex relationship between transport investment and economic performance, providing a precise quantitative assessment of HSR's economic impact is incredibly challenging.

HSR investment is not carried out under experimental conditions where it is possible to hold everything else constant, and this makes it difficult to construct the counterfactual. Ex-post evaluation is no easier in this respect. Analysis is an important guide to expected effects, based on the latest data, historical trends and a set of credible assumptions. However, we cannot predict future outcomes with certainty.

This report does not attempt to isolate and quantify the economic impacts of HSR. Instead, it takes a qualitative look at the international evidence, using detailed case studies to understand:

the differences between networks;

the pattern of regeneration and economic development in towns and cities connected by HSR; and

key themes and lessons learned to maximise potential economic benefits in the context of HS2.

We know that transport investment is important for economic growth and can shape economic geography. The focus of this report is on understanding what wider conditions might be important to maximise the benefits of HSR, looking specifically at regeneration and impacts on local economic development.

Our competitors in Europe and Asia have already developed HSR networks, and continue to do so. Countries in North and South America are beginning to develop their own high speed infrastructure.

Although there is over 21,000 km of high speed track across the world, no two networks are the same. This lack of homogeneity means that any assessment of outcomes associated with HSR

investment must take account of the wider economic context, specific network characteristics, and physical and human geography. There is no generic formula to show that each pound invested in HSR will uniformly deliver the same amount of economic benefit, or that the economic benefits and regeneration impacts will look the same in different places.

1 International Union of Railways (2013), "High speed lines in the world". http://www.uic.org/IMG/pdf/20131101_high_speed_lines_in_the_world.pdf

http://www.uic.org/IMG/pdf/20131101_high_speed_lines_in_the_world.pdf


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Given the differences between networks and the difficulties in making a robust quantitative

assessment of economic impact, detailed qualitative case studies can help us to understand what has happened in other countries. We can assess where HSR may be considered more or less successful, and learn from international experience in the context of HS2.

Our approach in compiling this report has largely been a desk-based review of existing literature. However, we have also benefited from advice from our economic advisory panel2 and a symposium organised by the Independent Transport Commission as part of its ongoing review of the spatial impact of HSR in Britain.3

This report looks at case studies from France, Spain, Germany, Japan and the UK. As we would expect, detailed outcomes vary, but these case studies suggest that the following key lessons should be taken into account to maximise the benefits from HS2:

The development of high speed rail networks, and stations in particular, should

be integrated with local economic strategies and development plans as early as possible. The vision for development around stations should fit within the local economic context and be feasible in view of land availability and planning

frameworks. Regeneration takes time: it is important to incorporate flexibility into plans, as they are likely to be subject to change.

Strong local leadership and vision help to push practical action, as well as aiding the development of a common strategy at national, regional and local levels.

Effective integration with other transport networks to maximise accessibility

and connectivity will help to maximise the economic impact of new infrastructure and spread the benefits more widely.

High speed rail has the potential to support ‘place making’: to capitalise on local assets and potential to shape public spaces, and facilitate the connections that help define a place. This is realised with careful planning to attract investment that is a good strategic fit with the station location and socio-economic characteristics and trends.

HSR is best suited to supporting areas where there is a high proportion of service sector activities.

The extent to which the line relieves an existing capacity constraint and the ability to ensure sufficient passenger demand are both important.

Regeneration effects take time to materialise, as markets respond to changes in connectivity. Furthermore, development may be incremental, although it is possible to see effects before transport infrastructure is operational (as is being seen in relation to Crossrail4).

2 The advisory panel provided reference to material and guidance on our approach through workshop discussion. They also provided helpful comments on early draft reports. http://www.hs2.org.uk/about-hs2-ltd/external-challenge-groups 3 http://www.theitc.org.uk/docs/108.pdf 4 http://www.crossrail.co.uk/news/articles/crossrail-predicted-to-increase-property-values-by-55-billion

http://www.hs2.org.uk/about-hs2-ltd/external-challenge-groups

http://www.theitc.org.uk/docs/108.pdf

http://www.crossrail.co.uk/news/articles/crossrail-predicted-to-increase-property-values-by-55-billion


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The case studies considered in this report provide useful insight into the success factors and

potential challenges for maximising regeneration benefits. As the project moves forward, we will continue to monitor the international evidence, exploring more case studies and considering potential lessons from other major infrastructure projects beyond HSR. Future analysis in this area should look at case studies for areas not directly served by HSR, but which benefit from classic-compatible services, or at released capacity benefits, which are particularly relevant to HS2.


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1 Introduction 1.1.1 HS2 is a major investment in future capacity and connectivity in the UK. It is the single

biggest infrastructure project in the government’s National Infrastructure Plan5, and the first new railway line to be built north of London for more than 100 years.

1.1.2 HS2 Ltd is committed to using robust analysis and evidence to demonstrate the case for HS2. As part of this, it is important to understand what we can learn from experience elsewhere.

1.1.3 The evidence is clear that transport infrastructure is a key component for economic growth, increasing productive capacity by enabling the movement of people and goods, and facilitating trade. But the relationship between transport and economic growth is complex, and investment in transport infrastructure, as an end in itself,

cannot be guaranteed to deliver growth. The impacts of transport investment in terms of opportunities for growth are important considerations, but the conditions required to realise opportunities and maximise benefits are equally so.

1.1.4 We also know that transport systems can help shape economic geography by creating new opportunities for different places to connect, trade and grow. Conversely, a lack of transport can constrain an area's growth potential.

1.1.5 Measuring the economic impact of transport investment – particularly in major schemes such as HS2 – is inherently challenging. HS2 Ltd has produced a thorough economic appraisal, in line with guidance from Her Majesty's Treasury, the Department for Transport and with industry best practice, to provide sound advice to the government as part of the business case for investment in HS26. HS2 Ltd has also started work using different techniques to capture the potential impact of HS2 on

productivity, and to understand more about the expected impact on the UK's economic geography7. We recognise that this is a contested area. We will continue to

invest in developing robust tools and techniques, in collaboration with the wider industry and academic community, to strengthen the evidence base.

1.1.6 While there is an important role for robust quantitative analysis, we should not ignore compelling insights from more qualitative evidence or the value of learning from the experience of international competitors that have been investing in high speed rail networks for almost 50 years.

1.1.7 In developing our evidence base, we have looked at the economic impact of high speed rail networks in other countries to understand what lessons can be learned in terms of maximising the potential benefits.

5 HM Treasury (2013) National Infrastructure Plan 2013. https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/263159/national_infrastructure_plan_2013.pdf 6 HS2 (2013) The Economic Case for HS2. http://assets.hs2.org.uk/sites/default/files/inserts/S%26A%201_Economic%20case_0.pdf 7 HS2 (2013) HS2 Regional Economic Impacts. http://www.kpmg.com/UK/en/IssuesAndInsights/ArticlesPublications/Documents/PDF/Market%20Sector/Building%20and%20Construction/hs2-regional-economic-impact-1.pdf

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/263159/national_infrastructure_plan_2013.pdf

http://assets.hs2.org.uk/sites/default/files/inserts/S%26A%201_Economic%20case_0.pdf

http://www.kpmg.com/UK/en/IssuesAndInsights/ArticlesPublications/Documents/PDF/Market%20Sector/Building%20and%20Construction/hs2-regional-economic-impact-1.pdf



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1.1.8 This report provides an overview of HSR networks around the world, and a series of

case studies to draw out key themes and lessons for maximising the economic benefits of HS2. It focuses particularly on regeneration in the areas surrounding stations and the role of connectivity and accessibility on these impacts. The report is not intended to be exhaustive. We will continue to build evidence in this area by expanding our research to look in more detail at other countries, monitoring new information, considering lessons from other types of major infrastructure projects, and looking at economic impacts from different angles8.

1.1.9 In Summer 2013 the government established a Growth Taskforce for HS2, chaired by Lord Deighton, to provide a report with practical recommendations on how to maximise the benefits of investment in HS2. We are submitting this report to give an overview of international experience. We aim to show what has happened in practice in places that have invested in high speed rail networks, and what conclusions can be

drawn on how to maximise success in terms of regeneration and local economic development.

8 We welcome suggestions for additional sources of material to help build our evidence base in this area. Relevant documents should be sent to [email protected]

mailto:[email protected]


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2 International context 2.1 Overview of high speed rail around the world

2.1.1 High speed rail is regarded as one of the most significant technological breakthroughs in passenger transportation in the second half of the 20th century (Campos and De Rus, 2009)9. There are several definitions of ‘high speed’10, but for the purpose of this report, high speed rail networks are defined as tracks that enable speeds equal to or greater than 250kph11.

2.1.2 Japan was the first country to adopt HSR, building a high speed line between Tokyo and Osaka12. Many other countries have since followed. Today, there is a significant appetite for HSR development around the world, with 21,472km in operation, 13,964km under construction and a further 16,347km planned13.

2.1.3 France led the way in Europe with the introduction of the Train à Grande Vitesse (TGV) in 198114. Other countries, such as Germany, Spain and Italy, now operate fairly extensive networks. HSR in Europe has been supported by the European Commission

which, in response to growth forecasts in rail passenger and freight demand, set up a programme to deliver a Europe-wide HSR network15. In Europe alone, there is 7,378 km in operation, with a further 2,565km under construction and 8,321km planned16.

2.1.4 More recently, other European countries have begun to develop HSR networks. Since 2009, new high speed lines have opened in the Netherlands and Belgium to enhance the PBKAL Thalys services; Austria has had an operational line since 2012; and Switzerland, Portugal, Sweden, Poland and Russia are either constructing new HSR networks or planning new routes17. HSR services now account for around a quarter of passenger rail travel within the European Union18.

2.1.5 In Asia, Taiwan has had an eight-station line running along the west coast from the capital Taipei since 200719. Turkey has had the Ankara-Eskisehir section of its main

9 Campos, J. and De Rus, G (2009). "Some stylized facts about high-speed rail: A review of experiences around the world", Transport policy 16(1) p19 10 The European Council Directive 96/48 specifically established that high speed infrastructure comprised three different types of lines, as follows: high-speed lines equipped for speeds equal or greater than 250kph; upgraded conventional lines, equipped for speeds of the order of 200kph; and upgraded conventional lines which have special features as a result of topographical, relief or town-planning constraints on which speed must be adapted. 11 Consistent with common definitions of high-speed rail outlined in Nash, C. (2009) "When to invest in High Speed Rail links and networks?", International Transport Forum, Discussion Paper No. 2009-16, p2 12 The Tokaido Shinkansen was completed in 1964 13 International Union of Railways (2013) "High speed lines in the world". http://www.uic.org/IMG/pdf/20131101_high_speed_lines_in_the_world.pdf 14 Preston, J (2009) "Trends in European Railways over the Last Two Decades". Built environment, 35 (1) cited in Gourvish, T. (2009) "The High-Speed Rail Revolution: History and Prospects 15 Fourteen priority HSR construction projects were identified and designed to complement the Europe 2020 strategy for 'smart, sustainable and inclusive growth.' European Commission (2010) "High-Speed Europe - a sustainable link between citizens". http://ec.europa.eu/transport/themes/infrastructure/studies/doc/2010_high_speed_rail_en.pdf 16 International Union of Railways (2013) "High speed lines in the world". http://www.uic.org/IMG/pdf/20131101_high_speed_lines_in_the_world.pdf 17 ibid 18 Preston, J (2009) "Trends in European Railways over the Last Two Decades". Built environment, 35 (1) p13 cited in Gourvish, T. (2009) the High-Speed Rail Revolution: History and Prospects p6 19 Australian Government, Department of Infrastructure and Regional Development (2013) "High Speed Rail Study Phase 2, Chapter 9 Urban and regional development"


http://ec.europa.eu/transport/themes/infrastructure/studies/doc/2010_high_speed_rail_en.pdf



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route from Ankara to Istanbul in operation since 2009, with the Polatli-Konya route opening in 2011. South Korea has had a number of lines in operation since 200420.

2.1.6 China stands out as having made significant strides in developing HSR in just over a decade. It now has the largest network in the world: 9,867km of dedicated passenger lines are in operation; with a further 9,081km under construction and 3,777km planned21.

2.1.7 Elsewhere, Morocco, India, Iran and Argentina all have plans to adopt HSR22. Saudi Arabia is constructing a Medina-Jeddah-Mecca line, connecting the religious and economic centres and the international airport.

Figure 1: International high speed rail

2.2 Key characteristics of different networks

2.2.1 It is important to frame any assessment of economic impact in the context of the

specific characteristics and features of the HSR investment in question. This should include the following factors.

20 International Union of Railways (2013) "High speed lines in the world". http://www.uic.org/IMG/pdf/20131101_high_speed_lines_in_the_world.pdf 21 ibid 22 ibid



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Rationale for investment

2.2.2 Was the network designed to increase capacity and alleviate pressure on existing systems, to cut journey times, to compete with other modes of transport and encourage modal shift, or to support local regeneration and economic growth by transforming connectivity? In practice, there may be multiple objectives, and these may evolve. For example, the initial development of HSR in France focused on relieving capacity constraints, reducing journey times and competing with air travel between key cities, but more recently has been seen as a tool for regeneration and local economic development. Table 1 highlights the main rationale for selected countries. The rationale for HS2 is to deliver vital capacity and transform connectivity between key cities23.

Table 1: Rationales

Sources: Albalate, D and Bel, G. (2010) High-Speed Rail: Lessons for Policy Makers from Experience Abroad, GiM-IREA Universitat de Barcelona, Research Institute of Applied Economics Working Paper and Australian Government, Department of Infrastructure and Regional Development (2013) High Speed Rail Study Phase 2, Chapter 9 Urban and regional development.

Economic context

2.2.3 The economic context is relevant in terms of historical performance, underlying trends and wider economic climate. This is particularly important for considering the likely counterfactual scenario: what might have happened to local economies without HSR? For example, is HSR seen as an instrument to support an already thriving place by providing opportunities to expand and increase density, or is it being used as a

23 HS2 (2013) The Strategic Case for HS2. Available at: https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/260525/strategic-case.pdf

Country Main rationale

Japan Original aims focused on mass transit, relieving capacity constraints and reduced journey times; designed

to promote mobility in the Tokaido corridor, which was experiencing economic growth following World

War II.

France

The main objective for the line between Paris and Lyon was to relieve capacity constraints on the most

congested routes and improve speed and mobility between large cities.

Spain The first line connected Madrid and Seville, principally to serve the World Expo Fair in Seville. Improved

accessibility and connectivity to Madrid aimed to promote regional economic development. More

recently, the focus has been on promoting territorial cohesion by reducing journey times between

provincial capitals and Madrid and Barcelona.

Germany The first line aimed to link industrial heartlands in the south with northern ports, to support export-led

industries. More recently, objectives have focused on territorial cohesion between East and West Germany

after re-unification, with an emphasis on constructing missing links or increasing capacity, rather than

building an entirely new network

Italy The rationale for HSR was primarily to compete with air travel in the context of a relatively low market

share for rail.

Taiwan The main objectives were to reduce journey times and increase market share by competing with air and car

travel. The THSR route planning coincided with a period of city development, so the prospects of

regeneration and development were also considered.

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/260525/strategic-case.pdf


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means of transforming a local economy, to prevent or reverse economic decline, or as

part of a wider place-making agenda to create new centres of economic activity? It is also important to understand the economic climate at the time of investment. We might expect to measure success differently, depending on whether the arrival of HSR comes during a period of rapid or steady economic growth, or during a recession. In some cases, planned property developments have been put on hold or stalled as a result of a worsening economic climate. For example, the second phase of the Euralille development project was affected by the 1990s recession, and a lack of development around Ebbsfleet in the UK is linked in part to the global economic downturn. Investment in HS2 is part of the government’s National Infrastructure Plan; it is seen as an important part of securing sustainable growth as the country recovers from the global financial crisis. HS2 will serve some of the largest cities in Britain where there is significant economic mass and growth potential, but also longstanding disparities in performance with London.

Technical specification and network characteristics

2.2.4 This includes the design of the network, distances covered, speed, number of stations,

service patterns, and whether HSR is primarily used for business trips, commuting or freight. Figure 2, on the next page, illustrates different network designs adopted in different countries. HS2 will be employing model two: mixed-use HSR. The proposed HS2 network is a high-capacity network, designed primarily for intercity passenger travel, with high-frequency services and relatively few stations. The network is designed to deliver 40,000 seats per hour, and latest demand modelling shows 240,000 passengers using the network per day, with around 50% of passengers expected to be travelling for business purposes24.

24 HS2 (2013) The Economic Case for HS2. Available at http://assets.hs2.org.uk/sites/default/files/inserts/S%26A%201_Economic%20case_0.pdf



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Source: Adapted from Campos, J. & De Rus, G. (2009). Some stylised facts about high-speed rail: A review of HSR experiences around the world, Transport Policy 16 pp19-28

Figure 2: HSR models according to the relationship with conventional services


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Links with the wider transport system

2.2.5 The level of integration with the wider rail network and interconnectivity with other modes will determine ease of accessibility to HSR, plus opportunities for areas not directly served by the HSR network to benefit. This also links to opportunities for modal shift and the extent to which HSR complements or competes with other modes of transport. When the rail journey time is below three hours, station-to-station, rail takes more than 50% of the rail-air market25. Figure 3 outlines modal shift after the introduction of HSR in Spain and France. Like many other HSR networks, the HS2 route includes airport stations, but encouraging modal shift away from air travel is not the primary aim of the scheme - air has a relatively low market share26, unlike the early development of the French HSR network.

Source: European Commission (1996) Interaction between High Speed and Air Passenger Transport- Interim Report. Interim Report on the Action Cost 318, April, Brussels EC Cited in Ahlfeldt, G.M., Feddersen, A. (2010) From Periphery to Core: Economic Adjustments to High Speed Rail, London School of Economics (LSE) & University of Hamburg. MPRA Paper No. 25106

Institutional factors

2.2.6 A range of wider institutional factors may be important when thinking about the economic impact of specific networks. For example:

the specific funding mechanisms (the interaction between public and private finance and options for capturing land value uplift);

25 Steer Davies Gleave (2006) Air and Rail Competition and Complementarity. Final report. European Commission, DGTREN. 26 Domestic air travel accounts for a very small share of travel within the Great Britain (less than two per cent of all trips (National Travel Survey NTS0303, 2012). The Economic Case for HS2 (October 2013) states that just 1% of passengers for the full network are expected to shift from air

Figure 3: Modal shift in France and Spain


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delivery arrangements (including governance structures and the interaction

between national, regional and local stakeholders); and

the operational and regulatory framework (competition, fares policy, etc).

2.3 Key characteristics of proposed HS2 network

Rationale

2.3.1 As part of the wider aim to build a stronger, more balanced economy that is capable of delivering sustainable growth and widely shared prosperity, the government's objectives for HS2 are to:

provide sufficient capacity to meet long-term demand, and improve resilience and reliability across the network; and

improve connectivity by delivering better journey times and making travel easier27.

Economic context

2.3.2 The UK economy is characterised by longstanding regional disparities, growing reliance on London and the wider South East, and the global trend of the growing importance of cities. The UK government is committed to investing in HS2 as part of a national plan to deliver sustainable long-term growth as the country recovers from the global financial crisis. We have seen a doubling of passenger demand and increased congestion on key rail corridors since the mid-1990s, and continued growth in population and output will add to this demand. Core cities outside London have significant assets, but are failing to achieve their growth potential. The city regions to be served by HS2 stations account for 30% of the UK population, 32% of UK employment and 37% of GVA.

Technical specification and network characteristics

2.3.3 HS2 will be built in two phases. Phase One will connect London (Euston and a new interchange station at Old Oak Common in West London), Birmingham (new stations at Birmingham Interchange and Curzon Street) with a new high speed line, which will connect with the existing West Coast Main Line north of Birmingham, allowing fast services to Manchester, Liverpool, Crewe, Preston and Glasgow. Phase Two will see the high speed line extended on a western and an eastern leg to join up with the West Coast Main Line north of Warrington and with the East Coast Main Line approaching York. There will be new stations in the city centres of Manchester and Leeds, with intermediate stations in the East Midlands at Toton; near Sheffield in South Yorkshire at Meadowhall; and at Manchester Airport.

2.3.4 HS2 is designed for a top speed of 250mph, although trains will run at up to 225mph. New stations on the line will be built to accommodate 400m-long trains - much longer than trains in use today, and each capable of carrying up to 1,100 passengers. HS2 will

27 The Strategic Case for HS2, October 2013. https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/260525/strategic-case.pdf




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provide a very significant expansion of the network's ability to carry passengers and

freight. The high speed railway itself will be capable of carrying 14 trains per hour in each direction on Phase One, rising to 18 trains when the network is compete.

Links with wider transport system

2.3.5 The HS2 network is designed to be well integrated with the wider transport system. Classic-compatible trains will continue beyond the new railway and connect with existing lines to serve destinations not directly on the HS2 network. The new interchange at Old Oak Common will connect HS2 with Crossrail and the Great Western Main Line. New stations at Manchester Airport and Birmingham Interchange will increase accessibility to international airports, and the network includes a link to HS1, giving direct access to Europe. As well as transforming intercity travel, HS2 will release vital capacity on the existing network to enable commuter and freight traffic to grow and a well-planned timetable of other services to operate, serving places not

reached by HS2. The government intends to fully integrate HS2 services into the wider national network.

Institutional factors

2.3.6 HS2 is a national project managed by the government, working closely with local authorities, local enterprise partnerships, core cities, passenger transport executives and Network Rail. At this stage in the project, detailed funding mechanisms and delivery arrangements are still to be confirmed; no decision has yet been made in relation to the railway's operation and regulatory framework.


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Figure 4: The proposed HS2 network


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2.4 Economic impact of high speed rail

2.4.1 Much attention has been given to examining the economic impact of transport investment and there is extensive literature on the theoretical mechanisms and measurement of economic impact. The aim of this report is not to provide a detailed overview of theoretical frameworks, or a systematic review of findings from quantitative studies. Instead, it looks qualitatively at the experience of HSR development as a way to maximise the regeneration benefits of HS2.

2.4.2 The case for HS2 is set out in the Strategic Case published by the Department for Transport in October 2013. This report is about understanding what international experience suggests might be important factors to ensure the regeneration benefits of HS2 are maximised.

2.4.3 There are a number of ways in which transport investment can affect economic

performance and economic geography, and different ways in which to measure the success of high speed rail, not least the line meeting its intended objectives. Table 2 outlines some of the criteria of success for HSR, but it is not exhaustive - safety,

reliability and customer service are also key measures. Given the focus of the Growth Taskforce on recommending how to maximise the economic benefits of investment in HS2, this report centres on HSR's impact on local regeneration and economic development.

2.4.4 Establishing a causal effect of HSR on regeneration and local economic development is difficult. In the absence of a counterfactual, it is hard to disentangle what growth is additional as a result of the new HSR line from what growth would have occurred anyway, or would have occurred elsewhere28.

2.4.5 Moreover, HSR investment does not take place in isolation – indeed, it is precisely the interaction of HSR investment with wider economic development, planning and transport systems and policies that may deliver dynamic effects.

2.4.6 Given the difficulty in producing robust quantitative assessments of regeneration and local economic development impacts, much of the evidence is descriptive or anecdotal. Despite the difficulty of proving the effects of HSR investment, there is value in understanding more qualitative evidence and identifying common themes and lessons learned.

2.4.7 HSR has the capacity to stimulate investment and regeneration, particularly in locations around stations, which are increasingly viewed as economic entities in themselves. They provide a focal point for investment29, with businesses attracted to the accessibility of HSR networks and the commercial opportunities resulting from

large passenger flows. Some countries, such as France, have used the development of HSR stations to stimulate wider business investment and to re-design the urban landscape, with stations at the centre of the drive for development and renovation. Some cities, such as Zaragoza, have also used HSR to rebrand themselves as

28 Ahlfeldt, G.M. & Feddersen, A. (2010) From Periphery to Core: Economic Adjustments to High Speed Rail, London School of Economics & University of Hamburg 29 Steer Davies Gleave (2011) The Value of Station Investment: Research on regenerative impacts


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innovative and modern centres for business, targeting specific services that require

fast and flexible links to their customers and potential clients. Thus, station investment can support wider economic growth and regeneration activity in surrounding areas.

2.4.8 Some cities have used the arrival of a new HSR station as a focus for wider urban development and regeneration activity in the surrounding area, for which connectivity and accessibility play an important role. The next section will review cases where this has been successfully achieved and assess the important underlying factors.

Table 2: Measures of success

Measure Examples of success

Patronage/Passenger use France has experienced higher than predicted passenger volumes on the Paris-

Lyon rail corridor

Japan has experienced a steady increase in passenger use on the Tokaido Line

Commercial viability TGV Sud-Est, Atlantique, Nord and Interconnexion had positive ex-post financial

return and were able to cover operating costs and make a contribution to capital

costs

During the Japanese National Railways era, the Tohoku and Joetsu Shinkansen

lines were profitable when considering only operation costs, but not when capital

costs were included

Modal shift Figure 3 identifies modal shift on the line from Paris-Lyon (1981-84) and Madrid-

Seville (1991-94) from air and road to rail travel.

Modal shift from air to rail has been reported in China, Taiwan and between the

Netherlands and France.

Sources: Albalate, D. & Bel, G. (2010) High speed rail: Lessons for policymakers from experiences abroad, GiM-IREA Universitat de Barcelona, Research Institute of Applied Economics Working Paper; Gourvish, T. (2009) "The High-Speed Rail Revolution: History and Prospects"; Glasgow, Edinburgh Collaboration Initiative (2009), High Speed Rail Wider Economic Benefits Study, Final Report; Australian Government Department of Infrastructure and Regional Development (2013) High Speed Rail Study Phase 2, Chapter 9 Urban and regional development; JNR (1985) JNR Audit Report, Japanese National Railways and Nash, C (2011) High Speed Rail: What leads to economic success? Chinese Review of Transport Economics and Logistics.

2.5 Our approach

2.5.1 This report is largely the product of a desk-based literature review. We have conducted a thorough literature search and consulted our economic advisory panel for additional references and supplementary material30. A full bibliography is provided in Annex A.

2.5.2 There is a wealth of information on the history of HSR development. This includes technical performance (e.g., journey time savings) and competitive advantage, as well as the impact on passenger traffic and mode substitution. However, for the purpose of

this report, we have focused on regeneration and local economic development impacts.

2.5.3 The focus on regeneration and local economic development is intended to support the Growth Taskforce by providing the evidence on which to base their recommendations.

30 http://www.hs2.org.uk/about-hs2-ltd/external-challenge-groups

http://www.hs2.org.uk/about-hs2-ltd/external-challenge-groups


19

2.5.4 The choice of case studies has, to some extent, been driven by the availability and

accessibility of material. We have focused on more mature networks where more time has elapsed since the introduction of HSR. Our original aim was to find case studies that would serve as reasonable comparators for each station on the proposed HS2 network, but in discussion with our advisory panel we were advised against this approach, since the number of different characteristics means no two places are directly comparable. Therefore, we have selected case studies to include a broad range of examples in terms of city size, station location and connectivity with other modes (including classic rail). Most of the examples used are from G7 countries and other advanced economies.

2.5.5 In preparing this report, we have benefited from the advice of our economic advisory panel. In particular, we would like to thank Roger Vickerman and Chris Nash for their input31.

2.5.6 We have also engaged with the ongoing Independent Transport Commission32 study into the spatial effects of high speed rail33, which has included attending regional workshops and a European symposium, where we heard from local representatives about their experiences with HSR in France and the Netherlands.

2.5.7 There are a number of ways to take this work forward in future, including:

continuing to monitor new evidence, particularly from countries with less developed HSR networks e.g. Taiwan;

extending the analysis to look at different aspects of economic impact; and

widening the net to include evidence from other major infrastructure projects,

for example the London Underground Jubilee Line extension from Green Park to Stratford34.

2.5.8 There is also value in considering the impact of HSR beyond cities directly on a network, and including places which benefit from improved connectivity as a result of classic-compatible services or released capacity benefits, which are particularly relevant for HS2.

2.5.9 The case studies presented are mainly those that have arisen in the literature as successfully achieving development and regeneration objectives. Future work analysing stations that have been less successful in generating a positive regeneration story would be helpful to draw a fuller picture of lessons learned. There is also scope for further work on the regeneration benefits at edge-of-town stations.

31 We are grateful for their advice, but note that the findings in this report are not directly attributable to them. 32 Britain's independent research charity committed to improving policy on transport, land use and planning 33 http://www.theitc.org.uk/docs/108.pdf 34 Transport Studies Group, University of Westminster (2004) Jubilee Line Extension Final Report, prepared for Transport for London and the Department for Transport.



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3 Case studies France

3.1 France TGV: Lille Europe

Background

3.1.1 Traditionally an industrial city, Lille in northern France experienced economic slowdown in the face of competition from imports. In 2011 the wider metropolitan area of Lille had a population of 1.21 million compared to 2.24 million inhabitants in Paris. The centre of Lille is small in comparison, with a population of approximately 200,000; however, it has a high population density compared to other populous French cities35. Lille has two stations near each other in the centre of the city: the historic Lille-Flandres catering for regional services and the main Paris service; and the new Lille Europe station, for Eurostar and TGV services to the south of France36. Lille is well positioned on the network, with London, Paris and Brussels all within 90 minutes.

Regeneration and development

3.1.2 Regeneration and development were integrated into plans from the beginning. Rem Koolhaas, a Dutch architect, was appointed in 1989 to develop the masterplan for the

35 City Population, Administrative Division. http://www.citypopulation.de/php/france-admin.php 36 Nuworsoo, C and Deakin, E (2009) Transforming High-speed Rail Station to Major Activity Hubs: Lessons for California and Chen, C.L. and Hall, P. (2012) The wider spatial-economic impacts of high speed trains: A comparative case study of Manchester and Lille Sub regions

Source: Adapted from UIC high speed rail maps

Figure 5: French high speed rail

http://www.citypopulation.de/php/france-admin.php


21

city's regeneration at Euralille. This appointment was important for the impact of the project, as well as playing a role in attracting private investors37.

3.1.3 The construction of the new TGV station allowed regeneration of ex-military land, which included developing a mixed-use centre for office and retail space, hotels, public housing, a conference centre and events hall and a public park38. The planned functional mix has been subject to change; in 2006 it comprised 40% office, 20% residential and 40% amenities space. The European centre for railway certification has located in Lille and attracted international accountancy firms and major offices of some national banks39.

3.1.4 Considerable effort has been made to develop an open public space between the two stations, to create a positive public realm and ease the interchange between Lille Europe and Lille-Flandres. Public space around the station is enhanced by works of

art, water and trees, and access is provided to shops and catering facilities within the centre40. Euralille, linking both stations, has emerged as the third-biggest business centre in France over the past decade41.

3.1.5 Nuworsoo and Deakin (2009)42 suggest that "strong political leadership… long-term vision and practical action, [revived the city] through redevelopment activities." Indeed, Lille was not included in the original proposal for the TGV route, but was included as a result of committed political lobbying. Strong leadership was influential in allowing agreement for a common development strategy to be forged at the national, regional and railway authority's levels.

3.1.6 Lille is an example of how combined political agreement, public-private cooperation and regional planning43 have helped to re-energise the urban area. However, the regeneration achieved, although positive, does not match the original plans. This is

partly a result of the 1990s recession, which affected the second phase of the Euralille development. Twenty-five years after the arrival of HSR, development is still taking place. Regeneration takes time.

Connectivity

3.1.7 The masterplan also included re-organisation of the infrastructure and transportation system. The regional railway system in the Nord-Pas-de-Calais region was upgraded, as emphasis was placed on achieving seamless interchange with Lille, the dominant regional hub44. High speed trains are fully integrated with the entire network, allowing them to enter both stations in Lille.

37 Independent Transport Commission (2014), 'Learning from Europe,' Field study background information. The spatial effects of High Speed Rail. Unpublished document, prepared for the ITC by Honoré Van Rijswijk of studio Frontwork 38 Nuworsoo, C and Deakin, E (2009) Transforming High-speed Rail Station to Major Activity Hubs: Lessons for California 39 Urena, J.M., Menerault, P. & Garmendia, M. (2009) the high-speed rail challenge for big intermediate cities: A national, regional and local perspective, Cities 26 (2009) 266 - 279 40 Independent Transport Commission (2014), 'Learning from Europe,' Field study background information. The spatial effects of High Speed Rail 41 Arup (2013) Capturing the benefits of High Speed Rail. Global Case Studies and Lessons Learnt. The views expressed are the views of Arup and map differ from other parties 42 Nuworsoo, C and Deakin, E (2009) Transforming High-speed Rail Station to Major Activity Hubs: Lessons for California p11 43 Urena, J.M., Menerault, P. & Garmendia, M. (2009) the high-speed rail challenge for big intermediate cities: A national, regional and local perspective, Cities 26 (2009) 266 - 279 44 RTPI (2014) Transport infrastructure investment: Capturing the wider benefits of investment in transport infrastructure


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3.1.8 Chen and Hall (2012)45 highlight two areas in which investments were made:

to subsidise direct TGV services running several times a day between Paris and

the sub-region surrounding Lille, especially Roubaix and Tourcoing (two conurbations of approximately 100,000 inhabitants located 30km north-east of Lille); and

to develop a regional high speed rail system that improved connections

between central Lille and surrounding towns and cities to reduce commute times.

3.1.9 The research showed how well-planned regional policy could help "irrigate the regions"46. The additional investment, coupled with the re-organisation of railway traffic that allowed the TGV to serve destinations off the high speed network, may have contributed to a better performance in terms of employment and economic

strength for those sub-regions and cities surrounding Lille, compared with the period before the city was connected to HSR.

3.1.10 Both stations can be reached by bus and tram, meaning that these stations have been well integrated with existing surface transport infrastructure, increasing accessibility for large proportions of the population. This has reduced the importance of public parking spaces, which have been removed to allow space for urban re-development of the area surrounding stations47. Additionally, accessibility from coastal areas has been improved, increasing commuting and concentrating activity on Lille, with the development of the TER-GV regional service48.

Key points

Strong leadership allowing for cooperation at local, regional and national level.

Great importance placed on redevelopment around the station area, integrated into the HSR plans from the beginning.

Successful in the context of helping a failing industrial economy to make a

successful transition- although the reality did not meet the original plans for regeneration, a different path was followed.

Regeneration takes time and plans need to be flexible.

Integration with existing transport allowing accessibility and interconnectivity for seamless travel at Lille-Flandres (500m away) and the wider region.

45 Chen, C.L. and Hall, P. (2012) The wider spatial-economic impacts of high speed trains: A comparative case study of Manchester and Lille Sub regions 46 Chen, C.L and Hall P. (2013) Using High Speed Two to Irrigate the Regions. Built Environment Vol. 39, No 3 p355 47 International Union of Railways (2011) High-speed rail as a tool for regional development: An in-depth study, International Union of Railways, DB International GmbH 48 Vickerman, R. High Speed Rail and Regional Development: the case of intermediate stations. Unpublished paper, University of Kent


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3.2 France TGV: Lyon Part-Dieu

Background

3.2.1 Lyon was the first city to be linked with Paris through the TGV line. It has two stations: the historic Lyon Perrache and Lyon Part-Dieu, opened in 1983, 3km away. Both are important for the city's connections to the high speed system49. In 2011 the wider region had a population of 1.53 million, whereas the city had a population of around

500,000, making it the third most populous in France. Like Lille, Lyon is densely populated compared with other French towns50.


3.2.2 Lyon used the arrival of HSR to construct a new station, Lyon Part-Dieu, and to develop a business quarter, ‘La Part-Dieu’, adjacent to the station. The objective was to revitalise the downtown area. Today, this quarter represents an area of 1.6 million

m2 and has attracted 800 enterprises and 40,000 employees to locate in the vicinity51. Since the launch of the TGV, office space in Part-Dieu has increased by 43%52. New facilities, such as hotels and a shopping mall, have followed. Energy companies EDF and EDRF, as well as airline providers Emirates and Air France, have offices in Lyon Part-Dieu. The World Trade Centre Lyon, which opened in 2012, hosts 20 international

companies53. La Part-Dieu is now referred to as the second city centre of Lyon, and it

49 International Union of Railways (2011) High-speed rail as a tool for regional development: An in-depth study, International Union of Railways, DB International GmbH 50 City Population, Administrative Division. http://www.citypopulation.de/php/france-admin.php 51 International Union of Railways (2011) High-speed rail as a tool for regional development: An in-depth study, International Union of Railways, DB International GmbH 52 Glasgow, Edinburgh Collaboration Initiative (2009), High Speed Rail Wider Economic Benefits Study, Final Report 16 October 2009 p17 53 http://www.business.greaterlyon.com/real-estate-lyon-part-dieu-business-district-commerce-france.166.0.html?&L=1

Lille Europe

http://www.citypopulation.de/php/france-admin.php

http://www.business.greaterlyon.com/real-estate-lyon-part-dieu-business-district-commerce-france.166.0.html?&L=1


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rivals the historic area of the city surrounding Lyon Perrache54. It is suggested that the

new station acted as the catalyst for redevelopment of the area as a commercial centre55.

3.2.3 It is important to note that many of the firms that chose to relocate did so from the centre of Lyon, suggesting intra-urban rather than interregional activity. Of the firms that relocated, around one-third stated TGV as a prime factor for location choice56.

3.2.4 An increase in tourism was noted at the micro level, with more hotel developments and reorganised coach travel to ensure maximum synergies between the two modes. However the situation is complex: while there was a loss to hoteliers where business and travel from Paris could easily be conducted in a day, other parts of the region experienced an increase in demand as tourism was encouraged57.

Connectivity

3.2.5 The new HSR station at Lyon Part-Dieu is well connected to the urban transport network. In addition to reorganised coach travel, the station boasts a metro line, two tramlines and several bus routes. There is also a large number of parking places for commuters58.

Key points

Development and regeneration around the TGV station area were well

integrated into plans from the beginning - regenerating the downtown area was one of the objectives.

Increase in interurban rather than interregional activity, as most firms that relocated did so from the centre of Lyon.

Easy accessibility from the station to the metropolitan area is also essential. Lyon-Part-Dieu is embedded in the city’s public transport system.

3.3 France TGV: Roissy Charles de Gaulle Airport

Background

3.3.1 The Roissy Charles de Gaulle (CDG) Airport TGV High Speed station was built in 1994 with the aim of building greater speed and convenience between train and air travel59. The station is situated on the LGV Interconnexion Est and connects the airport to Paris and to various other cities in France, as well as Belgium60.

54 International Union of Railways (2011) High-speed rail as a tool for regional development: An in-depth study, International Union of Railways, DB International GmbH 55 Glasgow, Edinburgh Collaboration Initiative, High Speed Rail Wider Economic Benefits Study, Final Report 16 October 2009 p17 56 ibid 57 Bonnafous, A (1987) "The Regional Impact of the TGV" Transportation, 14:2, cited in Gourvish, T (2009) the High-Speed Rail Revolution: History and Prospects, Department for Transport and Glasgow, Edinburgh Collaboration Initiative, High Speed Rail Wider Economic Benefits Study, Final Report 16 October 2009 p17 58 International Union of Railways(2011) High-speed rail as a tool for regional development: An in-depth study, International Union of Railways, DB International GmbH 59 Arduin, J.P. & Ni,J. (2005) French TGV Network Development, Japan and Railway and Transport Review, 40 years of high-speed rail 60 Independent Transport Commission (2014), 'Learning from Europe,' Field study background information. The spatial effects of High Speed Rail


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3.3.2 Roissy CDG Airport station is arranged over four floors and offers a range of services including ticket points, a bar, restaurant and money-changing facilities61. There are also plans to develop an international business district in the strategic development zone between Le Bourget international airport and CDG, which has ambitious plans for high-quality public transport and amenities, including retail outlets, leisure and cultural facilities62.

Connectivity

3.3.3 The TGV air service from the station combines international flights from several different operators with TGV journeys into a unique single ticket to many different destinations63. Passengers are able to check in at Brussels for flights from CDG, rail has replaced air travel between Brussels and CDG64. The system is boosted by TGV Air

being partnered with several international airlines and also being promoted by travel agencies. This was enabled by the development of the new infrastructure65.

Key points

Harmonisation between different modes of transport to help provide seamless travel between destinations.

Air travel between Brussels and Paris has been replaced by HSR travel.

61 Arduin, J.P. & Ni,J. (2005) French TGV Network Development, Japan and Railway and Transport Review, 40 years of high-speed rail 62 Independent Transport Commission (2014), 'Learning from Europe,' Field study background information. The spatial effects of High Speed Rail 63 Arduin, J.P. & Ni,J. (2005) French TGV Network Development, Japan and Railway and Transport Review, 40 years of high-speed rail 64 London Chamber of Commerce and Industry (LCCI) Response to Department of Transport (DfT) and HS2 Ltd Consultation on High Speed Rail, Investing in Britain's Future 65 Arduin, J.P. & Ni,J. (2005) French TGV Network Development, Japan and Railway and Transport Review, 40 years of high-speed rail and López-Pita, A and Anton, F, R (2003) The Effects of High-Speed Rail on the Reduction of Air Traffic Congestion. Journal of Public Transportation, Volume 6(1) p37-53


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Spain

3.4 Spain AVE: Cordoba

Background

3.4.1 Cordoba central high speed rail station lies on the route from Madrid to Seville.

Cordoba is a large intermediate city of around 330,000 people, compared to a population of 3.2 million in Madrid and 700,000 in Seville66. The city has become an important interchange station for HSR traffic between Madrid, Seville and Malaga.

3.4.2 The positioning of the conventional railway station and track through the centre of the city has acted as a barrier between the east and western parts of the city and essentially split the city centre in two. Since the 1960s several initiatives had been discussed to remove this east-west barrier. Figure 7, overleaf, demonstrates how a HSR station can forge a new city centre. It was HSR that provided the trigger to re-design the city centre layout67.

66 City Population, Administrative Division. http://www.citypopulation.de/php/spain-madrid.php 67 Urena, J.M., Menerault, P. & Garmendia, M. (2009) the high-speed rail challenge for big intermediate cities: A national, regional and local perspective, Cities 26 (2009) p266-279


Figure 6: Spanish high speed rail

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Figure 7: Passenger station changes

Source: European Commission (2010) High-Speed Europe – a sustainable link between citizens


3.4.3 An urban project was initiated to link 90 hectares of railway and industrial land adjacent to the central business district by putting the railway lines underground and creating a new residential district. Residential developments were constructed on new land opened up by the re-organisation of railway traffic in Cordoba. The areas closest to the railway land have experienced a clear improvement, with the reintegration of the railway areas into the urban centre. The project's scope was local and the original objective was to create a new urban district; however, several years later the new city-centre area is starting to attract economic activities connected with HSR, such as hotels and offices. Cordoba has experienced an increase in tourism. Adjacent to the

train station, the new bus station, designed by renowned architect César Portela, won the national prize for architecture in 1999, adding to the message of quality for the new urban area68.

Connectivity

3.4.4 Cordoba central station is integrated with public transport facilities including urban bus lines and an intercity level bus station.

Key points

HSR was the catalyst that helped to re-design the city centre.

There was a clear local objective: to remove the barrier between both sides of town and to create a new district.

Station plans were integrated with existing public transport facilities to enhance connectivity and accessibility.

68 Urena, J.M., Menerault, P. & Garmendia, M. (2009) The high-speed rail challenge for big intermediate cities: A national, regional and local perspective, Cities 26 (2009), p266-279


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3.5 Spain AVE: Zaragoza

Background

3.5.1 Zaragoza is one of seven stops on the Linea Alta Velocidad (LAV) between Madrid and Barcelona, lying equidistant from the two largest urban areas in Spain. The city provides an important interchange for inter-metropolitan passengers travelling between Madrid and Barcelona. Both network layout and travel-time flexibility (ie, differences in journey times between direct and non-direct services) may help to attract inter-metropolitan passengers. From a population of around 700,000, the city grew by over 10% between 2001 and 2011, according to census data, making it the fifth-largest Spanish city69.


3.5.2 The high speed station in Zaragoza was located two kilometres from the old railway

station and business district. The objective was to refresh the image of Zaragoza as an international centre, while expanding and modernising the urban area. This required three coordinated projects with a mix of office and residential space development at the old station, the new station and the 2008 World Expo site. This totalled 130 hectares of surface area, similar to the size of the city centre70.

3.5.3 Positioned in the centre of four of the biggest cities in Spain, Zaragoza wanted to capitalise on its geographical location. Urena et al (2009)71 identifies that the increase in inter-metropolitan passengers can help cities attract three types of business activity:

Business meetings: The meetings of metropolitan professionals which used to

take place in cities such as Madrid or Barcelona are now more often held in the

big intermediate city of Zaragoza. The city has planned for this by designing and constructing a well-appointed meeting facility in the HSR station.

Re-location of mid-level business and technical consultancies: Firms can take

advantage of lower wage costs and office rental costs in the intermediate city compared to larger metropolitan areas, whilst maintaining close connections with clients and potential customers via HSR.

Urban tourism and the staging of congresses: Anecdotal evidence suggests that tourism in Zaragoza has increased since connections to HSR were established in 2003. The city has also staged the 2008 Expo and has been awarded the honour of hosting the international Florailia show in 2014.

Connectivity

3.5.4 As in the case of Cordoba Central Station, the station in Zaragoza is integrated with public transport facilities, including urban bus lines and an intercity-level bus station72.

69 City Population De, All Cities and Municipalities. http://www.citypopulation.de/Spain.html 70 Urena, J.M., Menerault, P. & Garmendia, M. (2009) the high-speed rail challenge for big intermediate cities: A national, regional and local perspective, Cities 26 (2009) p266-279 71 ibid 72 ibid

http://www.citypopulation.de/Spain.html


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Key points

Zaragoza forms the central location for four major cities in Spain: Madrid, Barcelona, Valencia and Bilbao, and was able to capitalise on its position to attract inter-metropolitan business passenger travel.

Careful and integrated planning over three projects allowed the development of housing, congresses and offices space.

Plans were integrated with existing public transport to ease accessibility. Stations are also accessible by car.

3.6 Spain AVE: Ciudad Real

Background

3.6.1 Ciudad Real is a small intermediate city on the line between Madrid and Seville. Now less than an hour away from Madrid and Seville, Ciudad Real has become a commuter hub. A new station replaced the existing historic station for high speed rail in 1992. The construction of the new station was in response to the housing crisis in the 1990s73. The population was recorded at 74,872 in 2013, making it small compared to the other Spanish case studies considered74.


3.6.2 Construction of the new station building was in conjunction with development in the area surrounding the station. Ciudad Real is an example of change to uses of existing land. The character of the station area has changed with the development of a modern university and shopping mall, as well as a high number of apartments and a business park since 199275. A population increase of 12% between 2002 and 2009 is

noted, as well as an increase property prices almost double the national average76. Industry development in the area has resulted in almost equal inward and outward commuting77.

Connectivity

3.6.3 The high speed station is well connected regionally and can be reached by public transport as well as by car - there are lots of parking spaces behind the station.

Key points

The new station building development was done in conjunction with wider development, which enhanced the character of the station area with developments such a university, shopping area and residential development.

Industry development in the area creating job opportunities has attracted people to commute inward as well as outward.

73 Arup (2013) Capturing the benefits of High Speed Rail. Global Case Studies and Lessons Learnt. The views expressed are the views of Arup and may differ from other parties 74 City Population De, All Cities and Municipalities. http://www.citypopulation.de/php/spain-castillalamancha.php?cityid=13034 75 International Union of Railways (2011) High Speed Rail as a tool for regional development: In-depth study, DB International GmbH 76 However population decreased by 0.23% between 2011 and 2013, this is likely to partly be a result of recession 77 Glasgow, Edinburgh Collaboration Initiative (2009) High Speed Rail Wider Economic Benefits Study, Final Report 16 October 2009

http://www.citypopulation.de/php/spain-castillalamancha.php?cityid=13034


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Germany

3.7 Germany ICE: Limburg Sud and Montabaur Stations

Background

3.7.1 Limburg and Montabaur are two small towns, with relatively small populations - 33,544 and 12,361 in 2011, respectively. The towns are 20km apart, along the German ICE track, running from Cologne to Frankfurt, which registered populations of around 1 million and 700,000 respectively78. These towns were connected through negotiations between federal, state and municipality levels, Deutsche Bahn and activist groups79.


3.7.2 The area surrounding both stations was predominantly agricultural, and local planning authorities were able to free up land for development quite easily. Montabaur high speed station was built outside the city centre, a short distance from a highway connecting Cologne and Frankfurt. Commuters were attracted by low residential land

values and proactive zoning of private land80. Development in the surrounding area, the 'ICE Park', occurred before and after the operations began. This included the

78 City Population De, Administrative Division. http://www.citypopulation.de/Deutschland.html 79 Ahlfeldt, G.M., Feddersen, A. (2010) From Periphery to Core: Economic Adjustments to High Speed Rail, London School of Economics (LSE) & University of Hamburg. MPRA Paper No. 25106 80 Arup (2013) Capturing the benefits of High Speed Rail. Global Case Studies and Lessons Learnt. The view expressed are the views of Arup and may differ from other parties


Figure 8: German high speed rail

http://www.citypopulation.de/Deutschland.html


31

construction of business and retail centres. Since the station opened, approximately 50 enterprises with 1,000 jobs have located to the new quarter81

3.7.3 Limburg Sud is also located outside the city centre and close to the highway. Plans for a new quarter were to have seen 200,000m2 of apartments and office space. However, between 2002 and 2010 only four office buildings were built82.

3.7.4 Ahlfeldt and Feddersen (2010)83 conducted a control study, comparing similar towns with and without HSR. They found that the case study towns grew by 2.7% more in GDP than elsewhere in the study area. A similar increase could be found in terms of employment. Notably, it took a four-year adjustment period before the new equilibrium was reached. Market access elasticity indicated a 0.25% growth in GDP for any 1% increase in market access. The study suggests that economic effects were mainly driven by attracting new firms, rather than population gains, although some

increase in commuting was noted. The study concluded that the improvements permanently shifted accessibility patterns and represented a feasible strategy to induce permanent shifts in the distribution of regional economic activity.

Connectivity

3.7.5 Both cities have targeted park-and-ride commuters by offering good car and bus connections as well as parking facilities – both stations provide 900 free parking spaces, with Montabaur operating 230 buses a day from the newly constructed bus station84.

Key points

Example of land-use change, as agricultural land around station was redeveloped for the ICE Park and residential development.

Main access through park and ride scheme as well as regional connectivity through buses.

81 International Union of Railways (2011) High-speed rail as a tool for regional development: An in-depth study, International Union of Railways, DB International GmbH 82 ibid 83 Ahlfeldt, G.M., Feddersen, A. (2010) From Periphery to Core: Economic Adjustments to High Speed Rail, London School of Economics (LSE) & University of Hamburg. MPRA Paper No. 25106 84 International Union of Railways (2011) High-speed rail as a tool for regional development: An in-depth study, International Union of Railways, DB International GmbH


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Japan

3.8 Japan Tokaido Shinkansen: Kakegawa Station

Background

3.8.1 Kakegawa is a small intermediate city on the Tokaido Shinkansen with a population of around 116,000 in 2010. The city is located in the Shizuoka prefecture, about 210km from central Tokyo and 50km from Shizuoka, the regional capital, which have populations of over 8.9 million and around 715,000, respectively85. A new station was built in 1988 and has influenced the local economy, lifestyle and culture of Kakegawa city86.

85 City Population De, Administrative Division. http://www.citypopulation.de/Japan-Shizuoka.html 86 Okada, H (1994) Features and Economic and Social Effects of the Shinkansen Japan railway and transport review


Figure 9: Japanese high speed rail

http://www.citypopulation.de/Japan-Shizuoka.html


33

Regeneration, development and connectivity

3.8.2 Okada (1994)87 identifies three major changes to the underlying structure of the local economy after the connection to high speed rail was introduced:

An increase in employment and sales in commercial sectors:

An increase in tourism and conferences. Three business hotels and several city

hotels have been opened around the station. As Kakegawa is exactly halfway

between Tokyo and Osaka, the city has seen a large increase in business and tourist traffic.

An increase in individual mobility. When the Tokaido Shinkansen opened in

1964, trains passed behind Kakegawa station on the conventional Tokaido line. With HSR connections, mobility and accessibility to large urban centres have increased.

Key points

The station's intermediate location has helped attract business travel

Accessibility and mobility from the station to large urban centres have risen.

3.9 Japan Tokaido Shinkansen: Nagoya Station

Background

3.9.1 At 2.26 million inhabitants88, Nagoya is one of the largest cities on the Tokaido

Shinkansen network. Nagoya central station, located in the city district of Nakamura, handled around 189,000 Shinkansen passengers a day in 2012 and was the busiest station in terms of passenger traffic in Japan89.

Development around stations

3.9.2 JR Central Towers, a skyscraper complex built above Nagoya central station, is the headquarters of the JR central railway authority and contains 417,000 m2 of office space. It recorded an occupancy rate of almost 100% in 2013. The towers house a department store, hotel and offices.

3.9.3 Further development is planned around the station complex, which comprises offices, commercial facilities, a hotel, a bus terminal and a car park90.

87 ibid 88 City Population De, Administrative Division. http://www.citypopulation.de/php/japan-admin.php 89 Central Japan Railway Company: Annual Report 2012 90 Ibid

Year 1985 1986 1987 1988 1989 1990 1991 1992

Employment 96.0 98.6 96.8 100 101.5 103.5 103.2 108.1

Production 100.1 96.0 98.1 100 105.2 110.4 109.5 137.6

http://www.citypopulation.de/php/japan-admin.php


34

Connectivity

3.9.4 Nagoya operates a number of conventional lines to smaller city destinations in the prefectures of Aichi and Hyogo. Construction of a bus terminal and bus spaces has also begun. The interconnectivity with other modes increased accessibility to the station91.

Key points

Development surrounding the station included office space, a department store and hotel, which enjoyed near 100% occupancy in 2013.

Smaller cities are connected through conventional lines. Greater interconnectivity with other transport modes is planned.

3.10 United Kingdom High Speed One92: St Pancras International

Background

3.10.1 The Channel Tunnel opened in 1994 and brought with it the prospect of high speed trains operating from London to Paris and Brussels. Originally, the plan was to route the line through London Waterloo. However, given the regeneration benefits possible

at Kings Cross, the line was re-routed there. St Pancras International is located on the

91 ibid 92 Please see figure 4 for the UK network

Japan Tokaido Shinkansen: Nagoya Station


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Kings Cross Central site, in the heart of London, with a population of around 8 million93.


3.10.2 Work on St Pancras International included improvement works to facilitate the regeneration of the area around the station. It has been suggested that the land around King’s Cross and St Pancras station presented one of the largest inner-city redevelopment opportunities in Europe94. The planning permission covered a 75 hectare site, which granted the restoration of 20 historic buildings and the construction of 25 office blocks, 20 access roads and 10 public spaces95. Construction work transforming the King's Cross area includes:

St Martins College of Art and Design of the University of Arts London, which was the first occupant of one of the restored listed buildings96.

Google UK Ltd, which plans to develop its new UK headquarters at King's Cross, meaning now 50% of the commercial space in the area is completed or committed97.

approvals to improved public spaces, such as better paving and lighting at Tappers Walk and the completion of Handyside Gardens98.

3.10.3 The station restoration, which included 15 new platforms and a shopping centre, is itself significant. St Pancras international has become a destination in its own right, hosting shops, bars and restaurants. The new terminus at St Pancras has been expanded substantially, while retaining its famous Grade I listed Victorian structure. The station's undercroft, historically used to store beer, had been unused for a long time, and provided space for shops and restaurants below the tracks99.

Connectivity

3.10.4 St Pancras International and Kings Cross station are aligned at ground level connected

by a pedestrian underpass and the London underground station. This gives access to several suburban rail services and six underground lines. The station's restoration also included a bus station providing extensive services100.

Key points

The site was chosen for its regeneration potential. Regeneration around the station amounts to one of the largest inner-city developments in Europe.

93 Preston, J and Wall, G (2008) The Ex-ante and Ex-Post economic and Social impacts of the introduction of High Speed Trains in South East England, Planning Practice and Research, 23:3, p403-422 94 Glasgow, Edinburgh Collaboration Initiative (2009), High Speed Rail Wider Economic Benefits Study, Final Report 16 October 2009 95 European Commission (2010) High-Speed Europe - a sustainable link between citizens 96 Independent Transport Commission (2014), 'Learning from Europe,' Field study background information. The spatial effects of High Speed Rail Unpublished document, prepared for the ITC by Honoré Van Rijswijk of studio Frontwork 97 http://www.kingscross.co.uk/press-release-2013-01-17 98 http://www.kingscross.co.uk/the-development 99 Independent Transport Commission (2014), 'Learning from Europe,' Field study background information. The spatial effects of High Speed Rail Unpublished document, prepared for the ITC by Honoré Van Rijswijk of studio Frontwork 100 ibid

http://www.kingscross.co.uk/press-release-2013-01-17

http://www.kingscross.co.uk/the-development


36

Redevelopment of the existing station retained the old Victorian structure and

included public space around the station.

The high speed station is well integrated with existing rail services at King Cross station as well as London Underground.

Concourse at St Pancras International station


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4 Common trends and lessons learned 4.1.1 These case studies identify certain trends and lessons that should be taken into

account to maximise the benefits of HS2.

4.1.2 This paper has focused on stations that are deemed successful in having promoted regeneration and development, as these were the cases most prevalent in the literature reviewed. However, the evolution associated with HSR is not necessarily or universally positive. Although France provides a number of positive examples, some stations (e.g. Le Creusot and Macon) on the Paris-Lyon line101, have a less compelling regeneration story. Furthermore, in the UK, industrial and commercial development has not met expectations at Ashford, with growth in occupied floor space following a similar trajectory to the rest of the South East102.

4.1.3 This section aims to provide an overview of the case studies reviewed, drawing on the key lessons learnt in the context of regeneration surrounding station areas. This section also aims also to identify some examples of where stations have been less successful at generating the regeneration story and the reasons behind this.

Regeneration and local development plans need to be integrated into wider planning and preparation from the start

4.1.4 It is crucial to integrate planning from the beginning. This includes getting governance structures in place; developing plans with local stakeholders to consider the role of HSR in the wider context; considering local strategic economic plans; and linking with existing transport networks.

4.1.5 It is also important to build in flexibility. The final product is unlikely to be exactly what was planned, as was the case in Lille.

4.1.6 A common theme of successful regeneration throughout the case studies was a full strategic plan, integrating local development plans alongside the HSR plans.

4.1.7 For instance, Cordoba had clear objectives for a new urban district, Zaragoza was the result of careful planning and coordinated projects, and the Kings Cross site was chosen because of its redevelopment potential. Lille had a clear plan for regeneration and additionally benefited from strong leadership - in addition to cementing Lille's position on the High Speed network, this helped to integrate national, regional and local plans with all interested parties. Strong political leadership and consistency are crucial.

4.1.8 Conversely, without clear accompanying policies on land use and local connectivity,

the long-term impact is likely to be limited103. Therefore, it is crucial to ensure that HSR network design and station planning are integrated into local plans and strategies as early as possible. It is also important to recognise that regeneration takes time to materialise, as markets respond to changes in connectivity - underlining the

101 Banister, D and J, Berechman, (2000) Transport Investment and Economic Development cited in Givoni, M (2006) Development and Impact of the Modern High-speed Train: A review. Transport Reviews, 26(5) p593-611 102 Preston, J. M., Wall, G. T., & Larbie, A. (2006) The impact of high speed trains on socio-economic activity: the case of Ashford (Kent) 103 Vickerman, R (2013) High Speed Rail and Regional Development: the case of intermediate station. Unpublished paper, University of Kent


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importance of accounting for the long-term nature of HSR development and the need

for flexibility in plans. In reality, regeneration and development may differ from the original plans in light of the changing economic climate, technology and priorities, among other issues.

Convenient accessibility and connectivity is crucial for supporting regeneration

4.1.9 Another recurring factor for success for promoting regeneration around station areas is good accessibility and connectivity to the station.

4.1.10 This again highlights the importance of the planning process and the integration of the HS network and station with existing transport. This is especially important given that HSR is most competitive for short (i.e. for distances of 200-800km)104 travel times; thus, convenient station access is key, requiring integration with urban development and transport plans.

4.1.11 Where a major railway stations is redeveloped to incorporate HSR, such as at London St Pancras, the advantage is that HSR stations can make use of existing transport and

‘feeder' networks to ensure that stations are accessible to passengers from every part of the city.

4.1.12 Where a new station has been built, either at a city centre or at out-of-town location, it is crucial to ensure ample and easy connectivity options within station plans. Accessibility has been at the forefront of development in the case studies reviewed, with the use of trams, metros and car parking all developed to establish the station as an intermodal hub for suburban transport105. This is particularly evident in the Spanish case studies. The German studies show evidence for dedicated park-and-ride systems, as well as regular bus connections.

4.1.13 Both Lyon and Lille were successful in transforming the HSR station into the main hub of the urban transport system106. These cases highlight the importance of multimodal access for success107. Preston (2008), drawing on Lille, identified that a frequent HS service, coupled with good integrated public transport access to the station, could allow the HS station to become a catalyst for regeneration.

4.1.14 Conversely, some stations which have not been well connected have not reaped the same level of regeneration impacts. TGV towns have not automatically benefited from having a TGV station; rather, success materialised where opportunities to improve transport links were seized upon108. Although the main entrances of the domestic and international stations at Ashford are separated by a ring road, they are

104 Steer Davies Gleave (2004) High Speed Rail: International Comparisons, report prepared for the Commission for Integrated Transport (CfIT) 105 International Union of Railways (2011) High Speed Rail as a tool for regional development: In-depth study, DB International GmbH 106 Vickerman, R (2013) High Speed Rail and Regional Development: the case of intermediate station. Unpublished paper, University of Kent 107 Chen, C.L. and Hall, P. (2012) The wider spatial-economic impacts of high speed trains: A comparative case study of Manchester and Lille Sub regions 108 Ampe (1995, p.130) cited in Givoni, M (2006) Development and Impact of the Modern High-speed Train: A review. Transport Reviews, 26(5) p593-611


39

connected by a passenger subway. However, the ring road separates the stations from the town centre - evidence of a lack of integrated planning109.

4.1.15 Another recurring factor of success, related to planning was accessibility granted from integration with other modes of transport. In France, the LGV110 Interconnexion links Paris CDG airport to other high speed lines (LGV Nord, LGV Atlantique, LGV Est and LGV Sud-Est), enabling the airport to be easily accessible from all areas in France via HSR. This offers convenient travel and higher levels of ‘intermodality’, where passengers use several modes of transport in a single journey. The impact of HSR stations at airports is to essentially widen the population catchment area for those that can access the airport in a given time. As such, there is the potential for HSR links at airports to reinforce an airport’s position as an international hub111.

4.1.16 Therefore, effective integration with other regional and local transport networks

maximises accessibility and connectivity, which in turn allows the regeneration and development impacts of the new infrastructure to be realised, as well as helping to spread the benefits.

The type of development differs to some extent by station location

4.1.17 It is clear that the case studies chosen have experienced some type of regeneration, even if this has not always met original expectations. It is also evident that development differs by location.

4.1.18 The case studies identified that different objectives and design can have an impact. Some cities have redeveloped existing stations, rather than constructing entirely new stations, e.g. St Pancras International. In Europe, the construction of new stations is the exception rather than the rule, but new stations have been able to provide the trigger for new investment and regeneration activity, particularly for cities in Spain

and France112. A new station can provide an opportunity for cities to re-brand themselves as modern and innovative centres for activities, which is why some cities - such as Lille and Cordoba - have chosen to employ well-known architects to enhance the image and quality of the city.

4.1.19 Where space has permitted, the area surrounding newly built stations can be utilised for industry, offices, services or retail. For instance, new city districts hosting hotels, retail and residential area were developed in Lyon and Lille. Development in the ICE Park associated with Montabaur in Germany also experienced enterprise and residential development. Cordoba used the arrival of HSR to completely re-organise the railway system, which had become a barrier splitting the city centre in two. This re-organisation opened up premium, city-centre land for development, initially for residential development and recently for more diverse economic activities.

109 Preston, J and Wall, G (2008) The Ex-ante and Ex-Post economic and Social impacts of the introduction of High Speed Trains in South East England, Planning Practice and Research, 23:3, p403-422.)

110 Ligne à grande vitesse (high speed line) 111 European Commission (2010) High-Speed Europe - a sustainable link between citizens 112 International Union of Railways (2011) High Speed Rail as a tool for regional development: In-depth study, DB International GmbH


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4.1.20 There is evidence that intermediate cities - such as Zaragoza in Spain, Lille in France

and Kakegawa in Japan - have successfully exploited their position on the high speed network between larger metropolitan areas to attract economic activities normally associated with major cities. This has allowed them to become hubs for conferences, international seminars and exhibitions, and to act as a focal point for meetings of metropolitan professionals. High speed rail is also likely to attract business services that rely on fast, flexible connections in order to meet clients and potential customers or link with other parts of the business. Sectors that tend to locate in the vicinity of high-speed rail stations include hotels, congresses and offices113.

4.1.21 Some HS stations with poor connections to the closest towns or nearest urban area have not performed as well as expected. Examples of limited local impact for out-of-town parkway stations include TGV Haute Picardie, located between Amiens and St Quentin; Gare du Creusot, 5km away from the closest town; and TGV Lorraine,

located midway between Metz and Nancy114. However Limburg and Montabaur have experienced some success. Good connectivity and access to the station are necessary if a station's potential is to be realised.

4.1.22 The type of regeneration/development experience is influenced to some extent by the station's location. For instance, intermediate cities have capitalised on their positions to attract types of economic activity usually associated with major cities or hubs. Space permitting, some stations have developed new city districts in the areas around them. Furthermore, hosting a new station creates the opportunity for towns/cities to rebrand themselves. When coupled with careful planning, HSR can support 'place making', by attracting investment and encouraging appreciation of underlying socio-economic characteristics and trends.

High speed rail stations can help boost growth and regeneration as a part of a wider strategic vision

4.1.23 Preston (2008) found that where HSR is in line with economic activities and land use trends, it can provide added value. HSR seems to have had a great impact in areas where service sector activities are located, allowing it to become a catalyst for growth115. For instance, Le Creusot, Montceau and Montchanin are in declining mining areas and experienced no measurable regional development impact from the arrival of TGV116. However, Lille was experiencing an economic slowdown when HSR plans were developing and benefited from the arrival of HSR. It is also important to ensure sufficient passenger demand to encourage development. In Lille, a guaranteed base level of demand led to improved service, which encouraged further development: a virtuous circle ensued117. For areas where a captive market with established demand

113 Urena, J.M., Menerault, P. & Garmendia, M. (2009) the high-speed rail challenge for big intermediate cities: A national, regional and local perspective, Cities 26 (2009) p266-279 114 Arup (2013) Capturing the benefits of High Speed Rail. Global case studies and lessons learnt and Vickerman, R (2013) High Speed Rail and Regional Development: the case of intermediate station. Unpublished paper, University of Kent 115 Nuworsoo, C and Deakin, E (2009) Transforming High-speed Rail Station to Major Activity Hubs: Lessons for California. Proceedings of the 2009 Transportation Research Board 88th Annual Meeting: Washington, D.C. Jan. 2009 116 International Union of Railways (2011) High Speed Rail as a tool for regional development: In-depth study, DB International GmbH 117 Vickerman, R (2013) High Speed Rail and Regional Development: the case of intermediate station. Unpublished paper, University of Kent and Chen, C.L. and Hall, P. (2012) The wider spatial-economic impacts of high speed trains: A comparative case study of Manchester and Lille Sub regions


41

does not already exist, it will be important to understand what behavioural changes

are expected to create demand in future, and what supporting policies may be needed to deliver these changes. The lack of service development at Ashford and Ebbsfleet is due primarily to a lack of locally generated demand for that service, which is in turn associated with the lack of new business opportunities118.

118 Vickerman, R (2013) High Speed Rail and Regional Development: the case of intermediate station. Unpublished paper, University of Kent


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5 Conclusion 5.1.1 The UK lags far behind most competitors when it comes to investing in the

development of high speed rail. The decision to proceed with HS2 is part of the government’s commitment to investment in infrastructure to ensure the UK is able to compete on the global stage and secure future growth119.

5.1.2 Transport infrastructure is widely recognised as a key component for growth. However, it is a necessary but not sufficient condition for growth. In order to maximise the potential economic benefits of HS2, it is vital to learn lessons from elsewhere.

5.1.3 This report has sought to review the evidence on HSR investment and its role in shaping national economic geography and transforming local economies, with the aim of understanding the key factors for success and potential constraints.

5.1.4 Over the past 50 years, investment around the world has delivered over 21,000km of high speed rail lines (mainly concentrated in Western Europe and East Asia). Almost 14,000km new lines are under construction, with a further 16,000km planned120.

5.1.5 This amount of high speed infrastructure across the world provides plenty of potential examples. However, no two networks are the same. The key differences include the size of the market, distances/speeds involved, strategic objectives, type of network, integration with and competition from other modes. They also include the institutional frameworks, the approach to planning and delivering new high speed rail infrastructure, and local leadership.

5.1.6 Furthermore, where the impact of new transport infrastructure is primarily driven though changing behaviours, the effects on economic indicators may only be seen

incrementally, often over long periods. Indeed, the long-term nature of infrastructure investment and the complex interactions with the wider economic environment make it extremely difficult to measure the specific economic impact of such investment.

5.1.7 Evidence from our international competitors cannot give us a guaranteed formula to predict the economic impact of investment in high speed rail. However, it can provide us with more qualitative evidence for high speed rail's potential to change the way places connect, trade and grow.

5.1.8 This report, which is intended to support the independent HS2 Growth Taskforce by providing a review of the existing evidence to inform their recommendations, has focused mainly on high speed rail's positive impact as a catalyst for regeneration and development, with better connectivity helping to transform the structure and performance of local economies.

5.1.9 These case studies show of how HSR has contributed to better connectivity, leading to regeneration and development which has transformed local economies. It is clear from the evidence that HSR affects economic geography and local economic

119 HM Treasury (2013) National Infrastructure Plan 2013. Available at: https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/263159/national_infrastructure_plan_2013.pdf 120 International Union of Railways (2013) High speed lines in the world. http://www.uic.org/IMG/pdf/20131101_high_speed_lines_in_the_world.pdf




43

performance in different ways, depending on a number of wider factors, and the

shape of regeneration and development outcomes has been different in different places.

5.1.10 There is no single approach that can guarantee maximum economic benefits, but the evidence highlights the range of potential opportunities that high speed rail can bring with the right conditions in place. These case studies suggest the following lessons for maximising the regeneration potential of HS2:

The development of high speed rail networks, and stations in particular, should be integrated with local economic strategies and development plans as early as possible. It is important that the vision for development around stations fits within the local economic context more broadly and is feasible given land availability and planning frameworks. Regeneration takes time, and it is

important to incorporate flexibility into plans which are likely to be subject to change.

Strong local leadership and vision drives practical action, as well as aiding the development of a common strategy at national, regional and local levels.

Effective integration with other transport networks to maximise accessibility

and connectivity will help to maximise the economic impact of new infrastructure, and help to spread the benefits more widely.

HSR has the potential to support ‘place making’, with careful planning to attract investment that has a strategic fit, taking into account station location and underlying socio-economic characteristics and trends.

HSR is best suited to supporting areas where there is a high proportion of service sector activities.

The extent to which the line relieves an existing capacity constraint and ensuring sufficient passenger demand is important.

5.1.11 HS2 will deliver a very significant increase in capacity on the UK rail network, and will transform connectivity between our key cities. The investment also offers huge potential for regeneration and local economic development, particularly around HS2 stations, but also in areas that benefit from reduced journey times or better services on the classic rail network. International experience suggests that the regeneration story for each place on the network (and those beyond) will differ according to specific local factors.

5.1.12 The Growth Taskforce was set up to advise the government on how to maximise the

return from investment in HS2, with a set of recommendations for making the most of the opportunity to deliver jobs and growth for the UK.

5.1.13 As our international competitors continue to invest in high speed rail infrastructure, we will continue to monitor the evidence and learn from the experience of others, considering how best to maximise the economic opportunities that investment in HS2 can offer.


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Arduin, J.P. & Ni, J. (2005) French TGV Network Development, Japan and Railway and Transport Review, 40 years of high-speed rail. Available at: http://www.jrtr.net/jrtr40/pdf/f22_ard.pdf (Accessed 24 February 2014)

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Chen, C.L. & Hall, P. (2012) The wider spatial-economic impacts of high speed trains: A comparative case study of Manchester and Lille sub regions. Available at: http://www-sre.wu.ac.at/ersa/ersaconfs/ersa10/ERSA2010finalpaper335.pdf (Accessed 24 February 2014)

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Glasgow, Edinburgh Collaboration Initiative (2009), High Speed Rail Wider Economic Benefits

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HM Treasury (2013) National Infrastructure Plan 2013. Available at: https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/263159/national_infrastructure_plan_2013.pdf (Accessed 24 February 2014)

HS2 Ltd (2013) HS2 Regional Economic Impacts. Available at:

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HS2 Ltd (2013) The Economic Case for HS2. Available at: http://assets.hs2.org.uk/sites/default/files/inserts/S%26A%201_Economic%20case_0.pdf (Accessed 24 February 2014)

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Opportunity." Study Paper. Available at http://www.theitc.org.uk/docs/108.pdf (Accessed 26 Feb 2014)

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http://www.kingscross.co.uk/press-release-2013-01-17

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López-Pita, A and Anton, F, R (2003), The Effects of High-Speed Rail on the Reduction of Air Traffic Congestion. Journal of Public Transportation, Volume 6(1) p37-53

MacLennan, P (2012) Crossrail predicted to increase property values by £5.5 billion. Available at: http://www.crossrail.co.uk/news/articles/crossrail-predicted-to-increase-property-values-by-55-billion (Accessed 24 February 2014)

Nash, C (2011) High-Speed Rail: What leads to Economic Success? Chinese Review of Transport Economics and Logistics, 2, pp60-86

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Nuworsoo, C and Deakin, E (2009) Transforming High-speed Rail Station to Major Activity Hubs: Lessons for California. Proceedings of the 2009 Transportation Research Board 88th Annual Meeting: Washington, D.C., Jan 2009. Available at: http://works.bepress.com/cnuworso/15 (Accessed 24 February 2014)

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Preston, J and Wall, G (2008) The Ex-ante and Ex-Post economic and Social impacts of the introduction of High Speed Trains in South East England, Planning Practice and Research, 23:3, p403-422

Preston, J. M., Wall, G. T., & Larbie, A. (2006). The impact of high speed trains on socio-economic

activity: the case of Ashford (Kent).

RTPI (2014) Transport Infrastructure Investment: Capturing the Wider Benefits of Investment in Transport Infrastructure. Available at: http://www.rtpi.org.uk/media/816110/capturing_the_wider_benefits.pdf (Accessed 24 February 2014)

Steer Davies Gleave (2011) The value of station investment: Research on regenerative impacts. Available at: http://www.steerdaviesgleave.com/sites/default/files/newsandinsights/Station_Investment_Report.pdf (Accessed on 24 February 2014)

Steer Davies Gleave (2004) High Speed Rail: International Comparisons, report prepared for the Commission for Integrated Transport (CfIT). Available at: http://www.foroinfra.com/nuevos_pdf/High%20Speed%20Rail_International%20Comparisons.pdf (Accessed 24 February 2014)

Steer Davies Gleave (2006) Air and Rail Competition and Complementarity. Final Report. European Commission, DGTREN. Available at: http://ec.europa.eu/transport/rail/studies/doc/2006_08_study_air_rail_competition_en.pdf (Accessed 24 February 2014)

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Urena, J.M., Menerault, P. & Garmendia, M. (2009) the high-speed rail challenge for big intermediate cities: A national, regional and local perspective, Cities 26 (2009) p266-279

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