The North East of England’s pivotal role in a high speed network of the future

8/8/2019 The North East of Englands pivotal role in a high speed network of the future

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H i g h S p e e

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N o r t h E

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The North East ofEnglands pivotalrole in a high speednetwork of the future


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H i g h S p e e

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N o r t h E a s t

The North East ofEnglands pivotalrole in a high speednetwork of the future


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1. Foreword2. Key Issues3. Delivering Our Vision for Future Growth4. Connecting Cities, Regions, Capitals and

Nations5. The Need for a Whole Network Approach6. Improving the North Easts Connectivity 7. Speed, Capacity and Linking Centres of

Population8. Summary C o n

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Leader

Mayor

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Ma

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The NorthEast of

England, thebirthplace of the

modern railway, isplaying a leading role in

the high speed debate, whichis critical to the regions future

aspirations, linked to sustainableeconomic development. Politically,

connectivity both within and to the regionis a key issue for the 12 local authority Leaders

nd Elected Mayors in the region. They areeen to ensure that the North East is linked intofuture high speed network as a priority and willontinue to provide strong civic leadership andunited voice on this important issue.

ince hosting a major transport conferencen March 2007 focusing on high speed, theAssociation of North East Councils hasonsistently advocated for a national study,

which takes account of the economic, socialnd environmental benets of a high speedetwork for the UK. Over the past two years, weave seen high speed rise right up the politicalgenda and are encouraged that High Speedwo is currently exploring options to informuture decisions. We strongly welcome thisebate.

For regions and the nation to continue to makeeconomic and social progress, and to contributeto a greener, more sustainable future, we needto be visionary. A bold and ambitious approachto future transport investment and infrastructureis at the heart of driving future progress and increating opportunities for all parts of the countryto develop and prosper.

Proposals for a future high speed network createthe potential for innovative transport solutionson a scale never imagined, with opportunitiesfor fundamentally changing the economicgeography of the UK.

We believe a network approach to high speedrail is needed in the UK, and that it is essential for both the region and the country that this includesthe North East.

Association of North East Councils

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here is clear evidence that a high speed railetwork would bring signicant and worthwhileconomic benets to the region and the country

a whole, supporting regional competitivenessnd inward investment. However, a nationalgh speed rail network should be developed ine context of a national rail investment strategy

nd planned to minimise market distortionsetween regions. This paper outlines the strongase for a network which connects the Northast with other parts of the UK and it reectse partnership between One North East, local

uthorities and the business community whichnderpins all our work.

Margaret Fay hairmanne North East

The coming decisions that the UK will face onhigh speed rail will be crucial in ensuring thatthe countrys rail network is t for the secondhalf of the 21st Century. Effective infrastructureprovides the building blocks on which businessescan grow a strong and sustainable economy,and this paper sets out clearly why the NorthEast of England must be at the forefront of thenext generation of rail investments. It providesevidence of the economic benets that this willreap, not just in this region, but for the UK aswhole, demonstrating the strong partnershipbetween local authorities and business in theNorth East in support of high speed rail.

James RamsbothamChief ExecutiveNorth East Chamber of Commerce


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Connectivity High speed rail offers the potential to slash anhour off journey times from the North East toLondon, signicantly overcoming the issue ofgeographical peripherality from London. Thiswill help the North East take advantage of itsstrategic location between the UKs two major capital cities.

A network approach would also transformtransport links between core cities outsideLondon, creating access for the North East tovital markets and increasing trade across thecountry.

It would also provide an effective solution tocapacity issues which threaten the efciency ofthe East Coast Main Line. Demand is forecastto exceed capacity on some sections byover 45% within a decade, which we need toaddress with innovative solutions.

Economic development A high speed rail connection to the North Eastis predicted to create a 3.1bn productivityboost to the region.

It would make the North East more attractiveto investors, enabling the maximum benetto be realised from developments such as thecreation of a Low Carbon Economic Area for Ultra-Low Carbon Vehicles.

It will also enhance accessibility for the four million tourists now coming to the region eachyear. This will build on the North Easts success

as the only region outside London to increasevisitor numbers in 2008.

UK benet A high speed transport network could transforthe pattern of economic growth across the UKby unlocking value outside the crowded SouthEast.

This would enable all parts of the UK tomaximise their contribution to the nationaleconomy, ensuring potential does not go towaste. It would also ensure future growthis both environmentally and economicallysustainable, encouraging investment where thcapacity for growth is not already strangled bycongestion and creaking infrastructure.

In presenting the case for the North East,our fundamental starting point is that wemust have a high speed network that linksall regions and major cities of the country, toenable all regions to realise their full economidevelopment potential and contribute tosustainable future growth for the UK.

Both Greengauge 21 and the Northern Wayaccept this important point of principle, thatthe UK should adopt a full network approachto high speed rail. A single route covering

just the western side of the UK wouldpromote imbalanced growth, which is neithereconomically or environmentally sustainablewould also encourage development away fromthe UKs main trading partner, Europe, and frothe east coast ports which are vital for servingthese trade links. A strategic approach to highspeed rail for the UK must go much further tha single corridor approach.

All regions should have the opportunityto maximise their assets, improve their economies and make a contribution to nationaproductivity. Transport and connectivity areintrinsically linked to economic prosperity ancompetitiveness, with positive benets for inward investment, inbound tourism and jobcreation.

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In this context, the North East has manystrengths; its can do approach, an impressivetrack record in innovation and technologicaladvances, abundant natural resources, includingwater reserves, land availability, open spacesand exceptionally high quality of life.

Alongside these natural assets, the developmentof new and renewable energy industries andtechnological innovation and investment arefurther reinforcing the North Easts position as aplace to live, visit, do business and invest in. Suchcredentials are already becoming recognised ona national and international stage and should beencouraged through a commitment to supportthe regions connectivity.

It is signicant that the North East has beennamed by Government as a specialist LowCarbon Economic Area for Ultra-Low Carbon

Vehicles, with the region focusing on supportingthe transformation of the automotive industry,

providing support for innovation, skills trainingand clustering of manufacturing. In Blyth,Northumberland, the New and RenewableEnergy Centre is already recognised as aworld leader in research and development ofsustainable energy technologies.

In addition, car manufacturer Nissan pledged to invest more than 200 million new rechargeable battery factory in Sunderlancreating up to 350 direct jobs and creating asafeguarding hundreds more in the associatsupply chain, as well as boosting the NEasts drive to become a leading centre for greetechnology.

Tourism and the leisure industry are also a vitaimportant part of our regional economy. North East is the only region outside Lonto have seen a growth in visitor numbers year. The UK Tourism Survey, commissioby national tourism body, VisitBritain, shovisitor numbers were up by 10%, with mthan four million people visiting the region. increase in visitor numbers is an expressand reection of the exciting developmein regeneration and cultural renaissance thas take place in the North East over the padecade, as well as those that are part of our ric

history and heritage.

And, in the face of a deep global recession, tincreasing resilience of the region stands in the claimant count. Despite the severitythe recession, the unemployment count in tregion still remains below the level at the starthe 1990s recession and around the same levas the 1980s recession.

D e l i v e

r i n g

O u r V i s i o

n f o r

F u t u r e G

r o w t h

Our visionfor a sustainable

future needs to beone which encourages

and promotes regionallybalanced growth and which

creates a new economicgeography that will enable the North

East to realise its aspirations.

Over the past ten years, the North Easteconomy has made great strides forward, withsubstantial progress to strengthen and diversifythe regional economy, cutting the jobs gap from120,000 to 60,000 in the last ten years. Businessstock has been growing faster than the nationalrate for each of the past six years.

National policy frameworks should reect theopportunities that exist in regions to play agreater role in national economies and, at thesame time, support regional and sub-regional

economic growth, competitiveness andsustainable development.


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owever, there is still much to do to narrow theap in our economic performance comparedith the rest of the UK. North East gross value

dded (GVA) is just under 80% of the UK average,aving the region needing to make someeadway if it to achieve its aspiration of reducingat gap to 90% of the national average.

A signicant contribution to the regions growthwill come from areas that are hidden behind thestandard industrial classication. The North Easthas a comparative advantage in areas such asthe low carbon economy, regenerative medicine,design and digital technology.

The risk of an unbalanced high speed railnetwork would be to switch investment awayfrom the region, creating problems for securingwider supply chain benets if the locationaladvantages are skewed further away from theregion.


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Connectivity and the wider economic andsustainability benets that accrue fromimproving connections between regions of thecountry must be integral to future high speed railproposals.

Economic development opportunities rank highly in this crucial debate, as those linkedhigher speeds and increased capacity.

We cannot divorce the current debate on ahigh speed network for the UK from nationaland regional strategies aimed at promotingopportunities for economic growth and

recovery, linked to the new industries of thefuture and the regions tourism potential.


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C o n n e c t i n g

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N a t i o

n sRelative tothe South East,the North Eastof England is one of

the most peripheral ofthe English regions, which

makes it especially importantthat its transport infrastructure

and connectivity with other regionsand cities is strengthened in the future.

In the context of the whole of the UnitedKingdom, the North East of England occupiesa crucial place in the economic geography ofthe UK, as the region linking the capitals of thetwo nations of England and Scotland.


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Proximity to Edinburgh and the closenessof the Tyne and Wear and Edinburgh CityRegions, present signicant opportunitiesfor strengthening economic, business, tradeand tourism links. Signicantly, the ScottishParliaments Transport, Infrastructure andClimate Change Committee, in its Report onHigh Speed Rail for Scotland recommendedthat any plans for high speed rail in the UK mustinclude Scotland as a priority.

The Association of North East Councils has alsodeveloped a strategic relationship with the SouthEast of Scotland Transport Partnership (SEStran),which brings together the local authorities in theEdinburgh, Lothian and Scottish Borders areas.

The North Easts local authorities are developingtheir own City Region networks to be conguredaround the existing hubs at Newcastle andDarlington, and so the role of both of theselocations should be taken account of in highspeed and conventional rail planning. Both arekey to providing links to the existing rail networksthat connect the City Region hinterland, and, inthe case of Darlington, the Tees Valley Metroproject is focused around providing high quality,

reliable links into Darlington from all across theTees Valley, reinforcing the gateway role that thecurrent station has.

Further south, we inevitably look towLondon but it is important to build onrelationships with Yorkshire and Humberwell as to the North West. The Northern Wprioritises its commitment to a Trans-Pennsection to the high speed network, that improve links between the northern cities as was enhancing access to the Norths maritiminternational gateways 1. While we do to pre-determine exact routes, we welcome themphasis on better connections between citieand regions in the UK.

We believe that high speed rail should adopa whole network approach, extending thlength of the country serving the North Eaof England and Scotland. It is only throuthis whole network approach that stroneconomic, social and environmental benetcan be achieved.

GilamrRibeiro


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The businesses which have delivered thisperformance need the oxygen of access to

markets in order to grow further. Delivering anefcient transport network will connect theNorth East to markets in London, Scotland andother core cities. But critically, such a network also links the UKs ports and airports. For UK exporters, this gives access to internationalmarkets, while for inward investors it gives achoice of attractive business locations in the UK.It also allows the UK to take better advantageof the growth capacity that exists in the NorthEasts international transport hubs and easecongestion at other locations.

By virtue of geography, the North East currentlyfaces longer journey times to London thanmany other UK cities and regions. Typical rail

journey times to London are: Birmingham 1 hr 22 mins; Manchester 2 hrs 07 mins; Newcastle3 hrs 08 mins and Darlington (Tees Valley) 2 hrs43 mins.

A phased approach to high speed willundoubtedly give an early economic advantageto those areas connected rst. It is critical thisdoes not send a signal to investors which willbe difcult to turn back from. Encouragingdevelopment along a single corridor wouldcreate lop-sided economic growth in the UK.

The effect would be to spread the issof environmental capacity, pressure

infrastructure and doubtful econsustainability, which already exist in the GreaLondon area, up a narrow strip of the countIt would also prevent the areas left outthe network from achieving their potecontribution to the UK economy. This reinforthe need for a network approach to high speeto improve the economic competitiveness of regions and make best use of their assets for thbenet of the country as a whole.

There is also a critical need for investment in existing classical rail service before, as welalongside, the building of a high speed netwoHigh speed rail is effective in complementhe existing network. Failure to do so wfurther accentuate the early advantage a regiwould gain by being the rst to connect tohigh speed rail network. It is important that success of high speed rail provides additionalto the improvement of the train network and ttransport infrastructure as a whole.

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The North Easthas historically

u n d e r - a c h i e v e deconomically, but that

began to change in the21st Century as it posted

the fastest growth rates in theUK. The region stands apart from

the rest of the country in consistently producing a positive balance of trade and

punching above its weight on exports. Thecapacity exists for the region to play a biggerrole in UK growth, but efcient transportconnections are vital to seize this opportunity.


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Our geographical location, relative to UK andEuropean markets, means the North Eastregards air services and high speed as beingcomplementary rather than competitive.

The current debate on a future high speednetwork for the UK is inextricably linked tothe current Government Inquiry into NationalNetworks and strategic national corridors including road, rail, ports and airports as part ofthe Delivering a Sustainable Transport Systemwork programme.

The case for high speed for the North East urgesthe adoption of an approach that recognisesthe vitally important role that NewcastleInternational and Durham Tees Valley Airportplay in the economy, at regional, City Region and

sub regional levels.

Both airports play a major role in supporting thecompetitiveness of existing business, includingknowledge based and global industries inchemicals, steel and engineering/architecturaldesign, which rely on scheduled servicesproviding direct links to key markets.

The Association of North East Councils consistently supported efforts aimed at continuinaccess for regional air services into the Londairports, both from Newcastle International aDurham Tees Valley Airport, as being vital toeconomic prospects and competitiveness of thregion with over 50% of passengers travellto London Heathrow interlining with onEuropean and global connections.

With the Open Skies Agreement, the introductof Air Passenger Duty, increases in charges slots at the London airports, increases in fprices and a growing climate change lobthere will inevitably be further pressure placeddomestic and short haul European air servicwith some real challenges for the aviindustry and the region as it seeks to maint

its access.

We would urge High Speed Two, as it consideits options to Government, to reect aspirations of the North East to be linked intovisionary high speed network with the regiocurrent and future dependency on air servconnections.

I m p r o v i n

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t h e N o r t

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C o n n e c t i v

i t y Transport is

a key economicdriver and, as a

region, the North Eastrelies for its regional

competitiveness and growthon good road, rail, air services

and seaways.

The ability, through transportdevelopments, to extend and strengthen

economic connectivity would inevitablygenerate a signicant increase in businesstransactions and production. The latestevidence from Greengauge 21 estimates thatan East Coast high speed routing as far asNewcastle would generate a net value of 15bnat a benet to cost (BCR) ratio of 2:1 2. This is

based on a phasing assumption that a WestCoast line would already be in operation. Earlier studies that looked at a full East Coast line asfar as Edinburgh predicted a greater BCRof 2.5 3.


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Partners in the North East recognise that this isarguably an issue of lesser importance for other parts of the country, where there are already inexistence several transport alternatives availablefor business and leisure passengers. Distance,

journey time and access to global connectionsare, however, key factors for consideration in aNorth East scenario.

There are, in our view, important issues aroundtiming and the need for an alignment of policypriorities linked to a longer term future for highspeed rail and the short, medium and longer term requirements and dependency that regionslike the North East place on maintaining goodair and rail connections. Equally, there aresome air services from the North East airportsto destinations, such as Bristol, Southampton,Exeter, Cardiff and Aberdeen which are notcurrently featuring in the high speed debate, butwhich are important to the region.

A more sophisticated approach, based on tneeds and circumstances of regions, will crucial to ensuring that we have an integratransport system, providing solutions that wnot constrain or disadvantage the North Eabut will support its aspirations for future grow


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The Tyne and Wear City Region has a populationof 1,650,000, of which 1,000,000 are of workingage, whilst the Tees Valley City Region has875,000 inhabitants. With Leeds and ShefeldCity Regions providing an additional 4.4 millionpopulation, there is a compelling case for anortherly route to connect these urban areaswith the South of England and Scotland.

Of particular interest to the North East is theconnection between its two City Regions. A high speed rail network will not only benet theTyne and Wear City Region, but will also providea signicant boost to the Tees Valley City Region,which holds a strategically important place in theeconomic and transport infrastructure. Whilstlinking each City Region to a high speed network will accrue its own benets, each would alsobenet from better connectivity by improving

the existing rail network. High speed rail willrelease capacity from conventional routes, but itwill also be important to continue investment inconventional rail.

As London and the South East come increasingunder pressure with regard to environmenresources and land costs, City Regions strongly placed to relieve that pressure and pla more active and productive role in the natioeconomy. Research and experience demonstrated that to maximise the capacity high speed rail, there does need to be very largcentres at each end of the route, or that theneeds to be relatively large centres of populatioand activity along the length of the route

Speed and capacity, linked to connectivity and the need to join up centres of populationto improve productivity, are at the heart of theNorth Easts case for high speed.

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We also know that perception of journey timeand accessibility can play an important part inhow attractive a region can appear to potentialinward investors and businesses seeking torelocate, sometimes challenging and removingpsychological barriers to development.

While the term high speed rail places a natudisposition towards the benets linked to speewe also recognise the enormous benets thhigh speed can deliver in relieving the capacpressures of the existing rail network.

Current Journey Time Potential Journey Time

1hr 22min 48minLondon - Birmingham

2hr 07min 1hr 32minLondon - Manchester

2hr 26min 1hr 19minLondon - Leeds

3hr 08min 1hr 44minLondon - Newcastle

4hr 26min 2hr 22minLondon - Edinburgh* On this evidence, we can estimate that a journey from London to Darlington by high speed rail would take 1hr 29 min.

he North East of England also provides the bestrban spatial geography to access Edinburgh,cotlands capital city and home of the Scottisharliament, whilst topographically an Eastoast route provides relatively at access toe Scottish Border. Building through the morefcult and hilly terrain on the West Coast routecalculated to cost 42% more per kilometre

nd viaducts and major structures would costree and a half times the per kilometre cost of

asier terrain (as found on the east coast), withe cost associated with tunnelling being on an

ven greater scale 6.

igh speed rail has the potential to transformties and City Regions, with the reduction inurney times between London and the cities ofe North allowing all regions to maximise their

ontribution to a more sustainable economicrowth pattern for the UK.

A high speed line linking the North East, couldreduce travel time between London andNewcastle (c.450km) to one hour forty four minutes, with London to Edinburgh (c.650km)coming under two and a half hours. Lessons fromother countries, including France, demonstratethe importance for high speed rail of high densityurban areas separated by 2 to 3 hours 7.

Given the predominance of large urbancentres of population in cities along theength of the East Coast, there are compellingeconomic arguments for high speed to link with the North East of England.


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High speed rail offers exceptionally high capacity,predicted to carry around 50% more passengersthan a three lane motorway at about a third ofthe time of the equivalent road journey 8.

We have witnessed a growth in the number of railpassenger by as much as 45% over the last 10years, with the East Coast Main Line expected tosee another 69% increase in passenger demandfrom 2006 to 2016 9. The East Coast Main Line isreported to be experiencing the highest levelsof crowding over its entire route and capacityproblems are being exacerbated by growth in thecommuting market. Work supporting Network Rails New Lines Programme 10 has shown thatthere are currently 17 million rail passengerstravelling to London from the East Midlands,

Yorkshire-Humber and the North East. This isthe same as the demand from West Midlands,

the North West and Wales. Modelling showsthat unconstrained and constrained demand onthe East Coast Main Line for 8.00 am 9.00 ampeak hour arrivals into London, is always greater than the West Coast Main Line for each year between 2004/5 and 2029/30 11 . This suggeststhat basing preference for either route entirelyon capacity issues is awed.

With demand on the East Coast Main expected to exceed capacity by up to 40% osome sections by 2016 12 , high speed alteoffer a major opportunity to free up capaalong the route, particularly the more heastretched approach into London. The releof capacity on the existing network for slowinter-urban or suburban passenger trains anfreight trains would bring signicant benets.

The Network Rail Route Utilisation Strahighlighted signicant capacity constraints aovercrowding on the southern end of the ECoast Main Line and that 30% of UK rail fre

journeys use the line for part of their journeThe London Kings Cross to Newcastle servcurrently already captures 53% of market shaInternational experience suggests that a thrhour, high speed, rail journey can capture 60%

70% of the passenger market, whilst the thour Paris to Lyon line holds a market share90% 14 .

There is a pressing need for a dedicated railnetwork to provide additional capacity, which

would release spare capacity on the EastCoast Main Line for regional travel, commutersand for freight.


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The North East will benet from 3.1bnincreased productivity in the region 15.

Narrow regional disparities and help closethe north-south divide.

Faster connections to London: Newcastle

to London in 2 hours16

.

Links with other urban centres ofpopulation, cities and City Regions alongthe length of the East Coast.

Connect North East businesses with theeconomic centres of London andEdinburgh.

Enhance the attractiveness of the NorthEast to potential inward investors, throughfaster journey times.

Promote the regions tourism offer andpotential for future growth as an importantpart of the regions economy.

Strengthen the North Easts strategicconnections with Edinburgh.

A high-speed rail link via Yorkshire couldprovide between 1.5bn and 3bn ofproductivity benets to the economy inaddition to transport benets of around29bn 17.

Key Benefits for the North East


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In the North East, we often refer to the Lilleeffect, which transformed the economy of Lille,a region in France remarkably similar to theNorth East, with its strong industrial heritage andfamiliar socio-economic characteristics.

Lille, once a major industrial city, historicallyheavily invested in coal and manufacturing,suffered badly from economic slowdown in the1980s, as its traditional industries and goods

were replaced by cheaper imports from other parts of the world. By the end of the 1980sunemployment was high and the city wasreaching the depths of a population decline.Strong political leadership engineered a shifttowards a service based economy that markedthe beginning of economic recovery andregeneration.

As a result of its high speed connection, Lillebecame the focal point between Paris, Brusselsand London, successfully transforming itseconomy and acting as the key driver to itsphenomenal growth since the mid 1990s.Now Frances third most powerful nancial,commercial and industrial centre, with apopulation at its highest level since the 1960s,the Lille experience is a positive and powerfulexample of what can be achieved.

Similarly, Zaragoza in Spain, located onMadrid to Barcelona AVE, has undermajor development to areas around the Astation. This forms part of the Citys stratto strengthen its service sector economy bwas also built into the planning of the MadrBarcelona AVE line.

There are a number of excellent exampleshigh speed rail networks across Europe. Spa

for example has invested over one billion Eueach year since 2006 just in new trains. Ontheir reasons for success is the commitmeto providing a network that is accessibleeverybody. By 2020, they plan to have a hspeed rail station within 90% of the populatiThey also offer a range of services that cater all aspects of the market and budget.

High speed rail as the fastest mode of transportor journeys of between 150km and 800km 18,

would have a transformational impact onhe North East and the economy of the NorthEast in the way that it has internationally and

n many European regions. Investment inhigh speed in the United Kingdom is vital if weare to remain competitive with our Europeancounterparts.


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We believe that it is of critical importancethat we have a high speed network thatlinks all regions of the country, in theinterests of helping address and narrowregional economic disparities, and toenable all regions to realise their economicdevelopment potential.

The current debate on a high speednetwork cannot be divorced from nationaland regional strategies aimed at promotingopportunities for economic growth andrecovery, linked to the new industries ofthe future and the regions tourismpotential.

Connectivity and the wider economic andsustainability benets that accrue fromimproving connections between regionsof the country must be integral to futurehigh speed rail proposals.

Economic development opportunities rank as highly in this crucial debate, as thoselinked to higher speeds and increasedcapacity.

The North East and Yorkshire and theHumber occupy a unique place in theeconomic geography of the UnitedKingdom, with the North East region linkingthe capitals of the two nations of Englandand Scotland.

High speed rail should adopt a wholenetwork approach, extending the length of

the country serving the North East ofEngland and Scotland, via an East Coastrouting. It is only through this wholenetwork approach that strong economic,social and environmental benets can beachieved.

Our geographical location, relative to UKand European markets, means the NorthEast regards air services and high speed abeing complementary rather thancompetitive.

Speed and capacity, linked to connectivityand the need to join up centres ofpopulation to improve productivity, areat the heart of the North Easts case for hispeed.

Given the predominance of large urbancentres of population in cities along thelength of the East Coast, there arecompelling economic arguments for highspeed to link with the North East of Engla

The implications, and impacts, of anyproposals for a West Coast high speed linas an alternative to an East Coast routingcarry signicant risks for the North Eastof England, having the potential to serioudisadvantage North East businesses and oability to retain and attract inward investm

There is a pressing need for a dedicated rnetwork to provide additional capacity,which would release spare capacity onthe East Coast Main Line for regional tracommuters and for freight.

High speed rail cannot be considered inisolation and must form one important paof the long term strategy for rail in the Ucan provide additional benet to

improvements to the traditional rail netw

High speed rail as the fastest mode oftransport for journeys of between 150kmand 800km would have a transformationimpact on the North East and the economof the North East in the way that it hasinternationally and in many Europeanregions.

S u m m a r y


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PhotographyShuttershock www.shuttershock.com

Gilamr Ribeirowww.gilmarribeiro.com

PrintingSPD Limitedwww.spd-uk.com

ootnote ReferencesHigh Speed Rail for the North, Theorthern Way 2009

Fast Forward: A High Speed Rail Strategyor Britain, Greengauge 21, 2009

Because Transport Matters, Atkins 2008

Atkins 2008

Guillaume Peppy, Chief Executive ofNCF in The Guardian, 5/8/09ttp://www.guardian.co.uk/world/2009/ ug/05/highspeed-rail-travel-uk-scnf

High Speed Rail Developmentrogramme 2008/09: Evaluation

Methodology, MVA for Greengauge, 21009

High Speed Rail: Internationalomparisons, SDG for CiFT 2004

CfIT Factsheet No. 15: High Speedail, http://www.ct.gov.uk/factsheets/15/ dex.htm

Atkins 2008

0 New Lines Programme: Capacitynalysis, Network Rail 2009

1 New Lines Programme: Capacitynalysis, Network Rail 2009

12 East Coast Main Line: Route UtilisationStrategy, Network Rail 2008

13 East Coast Main Line: Route UtilisationStrategy, Network Rail 2007

14 SDG 2004

15 Atkins 2008

16 CfIT Factsheet No. 15: High SpeedRail, http://www.ct.gov.uk/factsheets/15/ index.htm

17 The Case for High Speed Rail to theLeeds and Shefeld City Regions: Report onMain Findings ARUP for Leeds City Regionand Shefeld City Region, 2009

18 SDG 2004


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ctober 2009


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Documents

The North East of England’s pivotal role in a high speed network of the future