East Midlands HS2 Strategic Board

2nd February 2015

2.30pm – 4.30pm

Loxley House Nottingham

AGENDA

1. Introductions & Apologies

2. Minutes of meeting held on 19th January 2015 & Matters Arising

3. Station Location in the East Midlands: Board Decision and Supporting Analysis

4. Update from HS2 Ltd - Sir David Higgins

5. A Vision for Connectivity

6. Toton Delivery Board Update

7. Staveley Delivery Board Update

8. Any Other Business

Date of Future Meetings @ Nottingham City Council offices, Loxley House, Nottingham:

• March 2015 (tbc)• 8th April 2015: 12.00 – 2.00 pm• May 2015 (tbc)• 9th June 2015: 1.00 – 3.00 pm

EAST MIDLANDS HS2 STRATREGIC BOARD

MINUTES OF THE MEETING HELD ON 19TH JANUARY 2015

HELD AT DERBY CITY COUNCIL, DERBY

6.30PM – 8.00PM

MINUTES

Present: Cllr Jon Collins - East Midlands Councils & Nottingham City Council Cllr Ranjit Banwait – Derby City Council Cllr Martin Rawson – Derby City Council Cllr Steve Barber – Broxtowe Borough Council Cllr Nick Rushton – Leicestershire County Council Cllr Peter Osborne – Leicestershire County Council Cllr Neil Clarke MBE – Rushcliffe Borough Council Cllr Steve Calvert – Nottinghamshire County Council Ian Morgan - East Midlands Chamber David Ralph - D2N2 LEP Alasdair Hassan – HS2 Limited Garry Scott – Leicester City Council Steffan Saunders – Broxtowe Borough Council Stephen Hennigan – Department for Transport Christian Hoskins – Network Rail Trevor Watson – Ashfield District Council David Mitchell - Rushcliffe Borough Council Steve Cannon – Derbyshire County Council Chris Carter – Nottingham City Council Steve Birkinshaw – Erewash Borough Council George Cowcher – East Midlands Chamber Steffan Saunders – Broxtowe Borough Council Christine Durrant - Derby City Council Pete Price – Leicestershire County Council Jim Bamford – Nottinghamshire County Council Andrew Pritchard – East Midlands Councils Stuart Young - East Midlands Councils Apologies

Cllr Anne Western - Derbyshire County Council Cllr John Burrows – Chesterfield Borough Council

Cllr Alan Rhodes – Nottinghamshire County Council Cllr Michael Clarke – Northamptonshire County Council Cllr Milan Radulovic – Broxtowe Borough Council Cllr Chris Baron - Ashfield District Council Cllr Chris Corbett – Erewash Borough Council Paul Eeles – EMFEC Andy Cliffe - East Midlands Airport Michelle Craven-Faulkner – Derby & Derbyshire Rail Forum Tom Johnston – TUC Victoria Lazenby - Highways Agency

ACTION

1. Apologies and Introductions

1.1 Apologies as noted above.

2. Minutes of meeting held 19th November 2014 and Matters Arising

2.1 2.2

Pete Price and Christine Durrant were also in attendance Matters arising were covered by the agenda.

3. Station Location in the East Midlands

3.1 3.2 3.3 3.4 3.5 3.6

Andrew Pritchard took Members through the appraisal matrix and supporting power-point presentation, which analysed the relative merits of the Toton, Breaston and East Midlands Parkway proposals. Members sought further clarification on a number of issues raised in the matrix and presentation. The Board was unanimous in its support for an HS2 East Midlands Hub Station and recognised the huge economic potential and opportunities for increasing connectivity that would result. HS2 Ltd have highlighted that any station location should meet the following five tests: catalyst for change; strategic answer; integrated transport; economic value; test of time. Following discussion, the Board reached a consensus in support of Toton over the Breaston option – provided that acceptable connectivity from Derby can be secured. Whilst Derby stated that they needed further information before coming to a final conclusion, the City Council was not in principle opposed to Toton providing connectivity was right. Overall the evidence suggested that that the Toton option has greater potential to be accessible by a range of modes from existing centres of population, more direct development potential, is capable of offering ‘classic compatible’ connectivity to the north of England and potentially Scotland and, if aligned as currently proposed, provides a higher line speed than the Breaston option. Whilst the cost implications of tunneling under East Midlands Airport were acknowledged, the environmental impacts of any alternative would need to be fully understood. Sir David Higgins’ report of October 2014 included the commitment to “…investigate alternative station sites to the west of Toton…” Although situated to the south of Toton, the Board recognised the significant potential regeneration opportunities presented by East Midlands Parkway (EMP) in the event of the adjacent Ratcliffe-on-Soar Power Station closing and the site’s proximity to East Midlands Airport. However it was noted that there was limited potential to improve public transport accessibility to EMP over and above existing provision compared to Toton, particularly to the north and areas west of the M1, no potential for ‘classic compatible’ connectivity and that the current (EMP) classic rail station had so far not proved attractive to passengers.

ACTION

4. Agenda for Strategic Board meeting on the 2nd February 2015

4.1

4.2

For the 2 February Board meeting with Sir David Higgins, the Board asked for the following papers to be produced:

• Rationale for supporting Toton • Update from the Toton Delivery Board • Update from the Staveley Delivery Board • Vision for Connectivity - also including reference to EMC Infrastructure priorities and

Midlands Connect

Following the 2nd February meeting, the Board agreed make a public statement setting out the Board’s position on HS2 in the East Midlands.

AP/SC/JB/SS AP

5. Any Other Business

5.1 None.

6 Dates of Future Meetings @ Loxley House Nottingham unless otherwise specified

6.1 2nd February 2015: 2.30 – 4.30 p.m. March 2015 (tbc) 8th April 2015: 12.00 - 2.00 p.m. May 2015 (tbc) 9th June 2015: 1.00 – 3.00 p.m.

EAST MIDLANDS HS2 STRATEGIC BOARD

HS2 STATION LOCATION IN THE EAST MIDLANDS BOARD DECISION AND SUPPORTING ANALYSIS

FEBRUARY 2015

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1. Background

1.1 In July 2013, the Secretary of State for Transport published consultation proposals to construct an Eastern Leg of HS2 between Birmingham and Leeds including a new Hub Station at Toton, on the west side of the Nottingham conurbation in the Borough of Broxtowe.

1.2 To inform the Government’s final decision on Phase 2 of HS2, the Government also asked to the new Chairman of HS2 Ltd, Sir David Higgins, to review current proposals and to make recommendations for change where necessary.

1.3 In his report ‘Rebalancing Britain’ published in October 2014, Sir David Higgins confirmed support for the Eastern Leg of HS2 and the development of a Hub Station in the East Midlands. However his report also included a commitment to:

“… investigate alternative station sites to the west of Toton, which can provide much better road and rail connections via the M1 and Midland Main Line respectively. Our aim should be to find a solution which provides new and better links to the centres of Derby and Nottingham and the wider region, while providing road access for Leicester.”

1.4 The report highlighted that any station location should meet the following five tests:

catalyst for change; strategic answer; integrated transport; economic value; test of time.

1.5 No specific location for a west of Toton site was highlighted in the report, but the

wording would appear to point to a location adjacent to the M1 just to the south of the village of Breaston, within the Borough of Erewash in Derbyshire.

1.6 Although the final decision on the location of a Hub Station will rest with Parliament through a hybrid bill process, the Strategic Board felt that it was important for the East Midlands to come to a consensus view on the best way forward - particularly as Breaston was a new option which had not been previously considered.

1.7 At its meeting of the 19th November 2014, the Strategic Board therefor asked for an evidence based technical comparison to be made between the Toton and Breaston options so that an informed judgement could be made. A discussion of the initial results of this analysis took place on the 19th December 2014. At the specific request of Rushcliffe Borough Council, the Strategic Board also agreed to give further consideration to an HS2 station to the south of Toton, adjacent to the existing East Midlands Parkway station - although this was not understood to be an option under active consideration by HS2 Ltd.

1.8 The results of an analysis of all three station options were discussed at a further meeting of the Strategic Board on the 19th January 2015.

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2. Strategic Board Decision

2.1 At its meeting of the 19th January 2015, the Strategic Board agreed to support Toton over the Breaston option – provided that acceptable connectivity from Derby could be secured. Whilst Derby stated that they needed further information before coming to a final conclusion, the City Council was not in principle opposed to Toton providing connectivity was right.

2.2 Overall the available evidence suggested that the Toton option has greater potential to be accessible by a range of modes from existing centres of population, more direct development potential, is capable of offering ‘classic compatible’ connectivity to the north of England and potentially Scotland and, if aligned as currently proposed, provides a higher line speed than the Breaston option. Whilst the cost implications of tunnelling under East Midlands Airport were acknowledged, the environmental impacts of any alternative would need to be fully understood.

2.2 Although situated to the south of Toton, the Strategic Board recognised the significant potential regeneration opportunities presented by East Midlands Parkway (EMP) in the event of the adjacent Ratcliffe-on-Soar Power Station closing and the site’s proximity to East Midlands Airport. However it was noted that there was limited potential to improve public transport accessibility to East Midlands Parkway over and above existing provision compared to Toton, particularly to the north and areas west of the M1, no potential for ‘classic compatible’ connectivity and that the current (EMP) classic rail station had so far not proved attractive to passengers.

3. Summary of Analysis Background

3.1 The analysis was undertaken by East Midlands Councils with support from officers from relevant individual councils, and based on information published by HS2 Ltd, additional information from Network Rail, independent economic analysis commissioned from Volterra Ltd by Derbyshire County Council & Derby City Council, transport accessibility modelling undertaken by Nottingham City Council and previous work on classic compatible connectivity undertaken for East Midlands Councils by Arup. To undertake the analysis, a number of basic assumptions were made about each station option. • Details relating to the Toton are based on the option and line of route proposed

by the Secretary of State in July 2013.

• Locational details and line of route relating to the Breaston option represent best guess assumptions made by council officers based material published by HS2 Ltd. However they do not represent specific proposals from HS2 Ltd and have no status as Government policy.

• Details relating to the East Midlands Parkway (EMP) option are based on that

previously considered by HS2 Ltd, which uses the same basic line of route as Toton.

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Toton option

3.2 The Toton option assumes a station with two HS2 platforms, two high speed through lines and two classic rail platforms situated at in parallel to each other at ground level. The station would also incorporate an extension to the NET tram line from the park & ride terminus at Toton.

Source: HS2 Ltd

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Breaston option

3.3 It is assumed that the Breaston option would be situated to the south of the village of Breaston next to the M1 at the point at which an HS2 line running in parallel to the M1 would cross the existing Midland Main Line. Because of the local topography, the two HS2 platforms and two high speed through lines would have to be raised onto a viaduct. There would an escalator link down to two new classic rail platforms on the existing Midland Main Line. There is no illustration of exactly how a Breaston station would look, but it would be likely to have a very similar configuration to that currently proposed for Sheffield Meadowhall (below).

Source: HS2 Ltd

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East Midlands Parkway option

3.4 The East Midlands Parkway option is based on that previously developed and considered by HS2 Ltd. It uses the same basic line of route as for Toton, with a slight adjustment to the east to bring it within around 250m of the existing classic rail station. Like the Breaston option it would have a similar configuration to Sheffield Meadowhall, although a covered travellator arrangement instead of an escalator would be required to span the distance between the high level HS2 platforms and the low level classic rail platforms.

Source: HS2 Ltd

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3.5 Whilst all three options are located relatively close to each other and to existing rail

infrastructure, they differ in terms of their relationship to surrounding urban areas, levels of transport accessibility and development potential.

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3.6 The assessment of all three options was based on the following criteria:

• Heavy rail connectivity • Light rail connectivity • Other public transport, cycling and walking • Strategic road connectivity • Local road connectivity • Line of route issues • Relative cost • Passenger Revenue • Local regeneration opportunities • Wider economic benefits

3.7 A summary of the evidence and conclusions under each criteria is set out below. The full appraisal matrix is contained in Appendix 1

Heavy rail connectivity

3.8 At present the only option directly served by heavy rail passenger services is East Midlands Parkway – with six trains per hour. Five trains per hour pass through the Midland Main Line at Breaston. There are no passenger services currently serving Toton - although the existing freight line is used as diversionary route.

3.9 HS2 Ltd and Network Rail supplied the following interchange assumptions for each

station location. Destination Toton Breaston EM Parkway Derby 15 mins 8 mins 15 mins Nottingham 12 mins 14 mins 15 mins Leicester 19 mins 19 mins 16 mins

3.10 However these assumptions are based on stopping or diverting existing classic rail

services. Real-world testing of these assumptions has indicated that this strategy would not be reliable enough to provide effective connectivity to new high speed rail services. Additional dedicated classic service provision would therefore be required to serve a new HS2 Station in the East Midlands – whichever station option is taken forward.

3.11 One of the key factors in ‘future proofing’ any station option and ensuring seamless

and high quality classic rail linkages for people wherever a station is located, is the ability to provide a ‘classic compatible connection’; a physical connection between the Midland Main Line and the new HS2 line to allow some ‘classic compatible’ high speed trains to run on both. This is important, as it offers the possibility of direct city centre connectivity from Derby, Leicester and Nottingham onto the Eastern Leg of the high speed network and beyond.

3.12 Given planned improvements to the Midland Main Line, none of the three station

options are likely to be attractive to Leicester for journeys to London. However, rail

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connectivity from Leicester to much of the north of England is currently poor and could be radically improved by a classic compatible connection onto HS2.

3.13 Because of the vertical and horizontal alignment of the MML and HS2 lines, it would

not be practically possible to provide a classic compatible connection at either Breaston or East Midlands Parkway. However at Toton, the MML and HS2 lines run in parallel to each other at ground level.

3.14 Research commissioned by East Midlands Councils from Arup in 20131 indicated

that a simple link between the two lines at the Toton would be technically possible, cheap and cost effective to deliver. This would allow for movements from Derby, Leicester and Nottingham to Leeds and then, via the East Coast Main line, on to Newcastle and Scotland. A more expensive option, involving a ‘Trowell Chord’ would also enable direct connectivity between Nottingham and Birmingham Curzon Street, and open up additional commuter rail options on the west side of Nottingham.

3.15 In terms of connectivity to locations outside the ‘three cities’, there is further potential

for using existing freight lines to provide a passenger link to Toton from Mansfield/Ashfield, Chesterfield and to stations along the Erewash valley. This link could also be extended down to East Midlands Parkway also using existing freight lines.

Light rail connectivity 3.16 The Government’s current proposition for Toton includes extending the NET tram

service from the existing park and ride terminus to the station itself – a distance of around half a mile. This would provide access to the station from the University, the Queens Medical Centre and the Boots Enterprise Zone, as well as Nottingham city centre. If the tram terminates at the station at a high level, there is the potential to extend it into Long Eaton.

3.17 The Breaston and EMP options are both much further removed from the existing tram

network. Whilst it may be technically possible to serve either, the distances involved make tram access a much more expensive and (given the extended journey times) potentially less commercially attractive proposition.

Other public transport, cycling and walking 3.18 In terms of existing connectivity, East Midlands Parkway is the only option to benefit

from heavy rail services – although the current level of patronage (around 0.3 million passengers per year) is some way below that originally planned for the station (0.75 million passenger per year). Whilst there have been attempts to introduce bus services serving the station, so far none have so far proved economically viable.

3.19 Transport accessibility modelling undertaken by Nottingham City Council across the

D2N2 area suggested that Toton has greater public transport access than Breaston. Toton also has a larger proportion of people within walking distance than Breaston - and both options were much more accessible to pedestrians & cyclists than East

1 http://www.emcouncils.gov.uk/write/2013-12-20-HS2-Direct-Connections-Study-Outline-Business-Case.pdf

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Midlands Parkway. These findings largely reflect the relationship of each station to existing centres of population.

3.20 However this analysis does not reflect the potential of improved public transport

provision. As a result, the accessibility modelling was re-run taking into account a basic set of transport improvements that would be required as a minimum for each option.

Station Road Tram Rail Bus Toton Link to A52 Extend to HS2

Station Mix of shuttle services & additional stops

Mix of new services & additional stops

Breaston New Junction off M1

No Change Mix of shuttle services & additional stops

Add additional stops

EMP No Change No Change Add new shuttle services

New ‘skylink’ service via Clifton

3.21 The results indicated that Toton would have the greatest potential to improve public

transport accessibility and extend geographic reach (particularly to the north) followed by Breaston then East Midlands Parkway.

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Strategic road connectivity

3.22 Details of access to both Toton and Breaston from the trunk road network has yet to be determined by HS2 Ltd and the Highways Agency. For Toton, access would have to come either from the A52 or from a re-modelled M1 J25. Although there would appear to be potential for new junction on the M1 between J24 and J25 serving Breaston, the site would be constrained by the proximity of Long Eaton which abuts the M1 to the east. This would make south-bound access from Nottingham and Derby particularly challenging to achieve – although there may be scope for a direct link to the A52 close to J25.

3.23 East Midlands Parkway already has access to the strategic trunk road network via

the A453, which is currently being widened. However when HS2 Ltd previously looked at this option, it was concluded that further road improvements would be required if an HS2 station was added to manage congestion.

3.24 Assuming that trunk road connectivity can be achieved to all three station options,

initial modelling undertaken by Nottingham City Council across the D2N2 area suggests that Toton has the greatest potential population and geographic reach, followed by Breaston and then East Midlands Parkway.

Local road connectivity 3.25 Local road access to Breaston is via Long Eaton, and for East Midlands Parkway via

Kegworth and Ratcliffe-on Soar. There are a number options for local road connectivity to Toton as it is within the existing urban area.

2.26 There is potential for additional local congestion in all three locations unless a

combination of local traffic management measures and public transport, cycling and walking measures can be introduced. For Toton, Erewash Borough Council believes there is potential an alternative southern road access from Long Eaton for local pick-up/drop-off, buses and taxis.

Line of route issues 3.27 The basic line of route for both the Toton and the East Midlands Parkway options

follow the same line of route: tunnelling under East Midlands Airport, rising onto a viaduct across the Trent valley before heading north through Long Eaton to Toton. The route is designed to a line speed of 275kph.

3.28 The route to Breaston is unknown, but is assumed to follow closely the M42 and M1

corridors, passing between the end of the runway at East Midlands Airport and the M1, and running parallel to the motorway heading north. Because the motorway curves to a greater extent than would a high speed rail line, it is unlikely that such an alignment would be able to maintain a line speed of 275kph, resulting in a time penalty for journeys to Sheffield and Leeds.

3.29 The main environmental impacts of the Toton/East Midlands Parkway route would be

within Long Eaton. The town already suffers from severance from the existing classic rail lines and has three level crossings. The addition of the HS2 lines is likely to have a severe impact requiring the demolition of some existing properties. This

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would require a comprehensive solution that would have to address the adverse impact of the new lines as well as existing severance issues.

3.30 If the route to Breaston follows the M1 north, it would have adverse impacts on

communities in Breaston itself, Risley and Trowell – although in total it is likely to impact on fewer people than in Long Eaton. There may also be a greater environmental impact in parts of Leicestershire if the line runs on the surface rather than tunnelling under East Midlands Airport.

Relative cost 3.31 There are no comprehensive costings available from HS2 Ltd for all three options.

However, there are indicative costs associated with key components of each proposition which allow a relative assessment to be made. In particular:

• Tunnelling under East Midlands Airport and potentially the Roxhill development

would add an extra £500-600 million compared with a surface alignment. This is currently a requirement for a line serving both Toton and East Midlands Parkway, but not for Breaston.

• Based on the costs of Sheffield Meadowhall, a high level station would add

around £130 million compared to a surface option. This would be a requirement of for stations at Breaston and East Midlands Parkway, but not Toton.

3.32 All other things being equal, this would suggest that East Midlands Parkway is likely

to be the most expensive option to build as it would require both a tunnel and a high level station, followed by Toton then Breaston.

Passenger revenue 3.33 There is no consistent revenue modelling information available from HS2 Ltd for all

three options. However, HS2 Ltd has published information on a range of other options that can be used to come to an informed judgement. In particular, HS2 Ltd have previously identified the Nottingham conurbation as the greatest single source of potential patronage in the East Midlands. This is a function of population size and the relatively poor levels of existing long distance rail connectivity currently available from Nottingham.

3.34 The analysis published by the HS2 Ltd (July 2013) as part of the business case

indicated that Toton would generate benefits of £550 million (PV) and revenue of £190 million (PV) when compared to the equivalent service through Derby Midland, due to the wider area of impact and the greater number of passengers attracted to the station. It would be reasonable to expect the difference in benefits between Toton and Breaston to be less than this, as Breaston is closer to the main passenger market than Derby – but Breaston would still generate less revenue. Similarly, an HS2 station located at East Midlands Parkway would be likely to generate less revenue than Toton because it is located further from the largest source of demand.

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Demand for HS2 Services. Source: HS2 Ltd 3.35 Whist all these assumptions are ultimately dependent on the effectiveness of local

connectivity, actual patronage to existing rail stations can offer a further insight into the nature of the regional rail market.

Station Patronage 2012/13 (Million Passengers Per Year)

Nottingham 6,450,702 Leicester 4,797,294 Derby 3,366,290 East Midlands Parkway 283,476

Source: Office of Rail Regulation

Local regeneration opportunities 3.36 Minimum levels of housing and economic development associated with a new hub

station at Toton were agreed through the adopted Broxtowe Core Strategy. The Borough Council is currently developing a detailed masterplan for the development of the site. The tram extension would also connect the hub station to a number of economic development opportunities on the west side of Nottingham including the Boots Enterprise Zone.

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3.37 The adopted plans for Erewash and Rushcliffe do not make any provision for significant development around Breaston or East Midlands Parkway as both are in designated greenbelt areas and constrained by flood risk – although the significant long term redevelopment potential of the Ratcliffe-on-Soar power station site adjacent to the existing Parkway station is acknowledged.

Wider economic benefits 3.38 The headline analysis from Volterra Ltd concluded that the ‘catalytic’ effects of an

HS2 station in the East Midlands would be largely the same wherever it is located, but that the economic benefits associated with Toton appear more certain, and to be higher in terms potential patronage, journey times to the north, and direct development potential. However, effective connectivity will be crucial to ensuring residents and businesses in the area can benefit from any station.

Conclusion 3.40 In reaching a decision to support Toton as the preferred option over Breaston, the

Strategic Board were mindful of limited information and the need for further work to develop an effective proposition. Addressing connectivity to Derby will be a particular priority.

3.41 However the available evidence suggested that Toton has greater potential to be

accessible by a range of modes from existing centres of population, more direct development potential, is capable of offering ‘classic compatible’ connectivity to the north of England and potentially Scotland and, if aligned as currently proposed, provides a higher line speed.

3.42 As such, Toton appears to more closely meet the five tests set by Sir David Higgins for

a new HS2 station than does Breaston.

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Toton/Breaston/East Midlands Parkway Comparative Analysis Summary Matrix

Explanatory Notes

• Details relating to the Toton are based on the option and line of route proposed by the Secretary of State in July 2013 • Locational details and line of route relating to the Breaston option represent best guess assumptions made by council officers based material published by HS2 Ltd. They should not be treated as specific

proposals from HS2 Ltd and have no status as Government policy. • Details relating to the East Midlands Parkway (EMP) option are based on that previously considered by HS2 Ltd, which uses the same basic line of route as Toton.

26th January 2014

Toton West of the M1 (Breaston) East Midlands Parkway (EMP) Heavy Rail Connectivity Heavy Rail Connectivity Heavy Rail Connectivity Existing Situation Heavy rail connectivity is currently used for freight movements only. There are no passenger services currently serving Toton – although the line is used as a diversionary route.

Existing Situation The Midland Main Line runs just to the south of Breaston, with 5 trains per hour from Derby (3 to Nottingham, 2 to Leicester). It is assumed that an HS2 & classic rail station could be built at the point at which this intersects with the HS2 line.

Existing Situation There is an existing classic rail station at East Midlands Parkway. All existing MML services pass through EMP as well as local trains between Leicester and Derby, and Leicester and Nottingham. At present 6 trains an hour stop at East Midlands Parkway: 3 to Leicester, 1 to Derby and 2 to Nottingham.

Potential for Interchange The Government has made proposals for new classic rail platforms adjacent to the HS2 platforms at Toton that would enable interchange between classic and high speed services. However, this will require classic rail services to be routed through Toton. HS2 Ltd have assumed the following classic rail journey times from Toton: Derby: 15 minutes Nottingham: 12 minutes Leicester: 19 minutes There is the potential to link Toton to Mansfield/Ashfield, Chesterfield and to stations along the Erewash Valley.

Potential for Interchange Assuming the above location, then it would be possible for a new station to serve both HS2 and classic rail services. Because of the likely vertical alignment of the HS2 line, this would probably take the form of a high level HS2 station linking to new low level classic rail platforms (similar to the station proposed for Meadowhall). HS2 Ltd have assumed the following classic rail journey times from Breaston: Derby: 8 minutes Nottingham: 14 minutes Leicester: 19 minutes

Potential for Interchange It would be possible for a new station to serve both HS2 and classic rail services from EMP. Because of the likely vertical alignment of the HS2 line, this would probably take the form of a high level HS2 station linking to new low level classic rail platforms (similar to the station proposed for Meadowhall. Based on the exiting timetable, journey times from the EMP classic rail station would be: Derby: 15 minutes Nottingham: 16 minutes Leicester: 16 minutes Given the alignment of the HS2 line, the distance between the HS2 platforms and the existing EMP station is likely to be around 250m, which may have an impact on connection times. However there may be scope to move the classic rail station slightly north to reduce the gap. There is the potential to link EMP to Mansfield/Ashfield, Chesterfield and to stations along the Erewash Valley via the existing freight line through Toton and Trent Junction to the existing classic rail station.

Potential for physical connection between HS2 and classic network that would enable classic compatible services to city centres Research commissioned by EMC from Arup confirms that it is feasible to provide a direct physical link between HS2 and the Midland Main Line at Toton, Study available at: http://www.emcouncils.gov.uk/write/2013-12-20-HS2-Direct-Connections-Study-Outline-Business-Case.pdf A low cost option (estimated £3.4 million) would enable a link to be made that would connect Derby, Leicester and Nottingham to the HS2 line north of Toton, which would enable classic compatible services to run to Sheffield Meadowhall (under current proposals), Leeds and via the East Coast Main Line to York, Newcastle and Scotland. A more expensive option (estimated £319 million) would be to construct a ‘Trowell Chord’ which would enable a direct service between Nottingham Midland Station and Birmingham Curzon Street.

Potential for physical connection between HS2 and classic network that would enable classic compatible services to city centres Because of the likely vertical and horizontal alignment of the MML and HS2 tracks relative for each other, it does not appear feasible to connect the lines at Breaston. There is insufficient detail about line of route to rule out a linkage elsewhere in the locality but the probable alignment would appear to make it very unlikely.

Potential for physical connection between HS2 and classic network that would enable classic compatible services to city centres Because of the likely vertical and horizontal alignment of the MML and HS2 tracks relative for each other, it does not appear feasible to connect the lines at EMP. A connection at Toton (where the lines would still run in parallel) would be possible and could allow classic compatible services to run from Derby, Leicester and Nottingham to the north. However Toton could start to develop as an alternative hub for northbound journeys from Derby, Leicester and Nottingham, undermining the long term viability of EMP as an HS2 station.

Potential Impact on users of existing services Unless new classic rail shuttle services are provided to serve Toton from Derby, Leicester and Nottingham, then there will be a negative impact on existing services between these cities, with increased journey

Potential Impact on users of existing services As existing Midland Main Line services already pass through Breaston, then it is assumed that the HS2 station could be served by stopping existing classic rail services. However without additional classic rail

Potential Impact on users of existing services As existing Midland Main Line services already pass through EMP then it is assumed that the HS2 station could be served by stopping existing classic rail services. However without additional classic rail shuttle

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times and over-crowding. Because of the orientation of the station, any through services between Nottingham and Derby stopping at Toton would need to reverse out of the station, resulting in a significant time penalty.

shuttle services, this would result in an increase in journey times between Derby, Nottingham and Leicester as well as over-crowding.

services, this would result in an increase in journey times between Derby, Nottingham and Leicester as well as over-crowding.

Light Rail Connectivity Light Rail Connectivity Light Rail Connectivity Existing Situation The Tram Park and Ride terminates around half a mile from the proposed station at Toton, and provides direct linkage to the University, the Queen Medical Centre and the Boots Enterprise Zone as well as Nottingham city centre.

Existing Situation The Tram Park and Ride terminates around 3 miles from the Breaston site, on the other side of Long Eaton and the M1.

Potential Impact on users of existing services The Tram Park and Ride at Toton terminates around 4 miles from EMP to the south of Long Eaton and on the other side of the River Trent The Tram Park and Ride at Clfton terminates around 5 miles from EMP to the north east of EMP along the A453 corridor

Potential for Improvement An extension of the tram to the Hub Station at Toton is feasible and deliverable. The adopted Broxtowe Core Strategy safeguards the route and allows for the potential to further extend into Long Eaton if subsequently agreed. This will require the tram route to enter the station at an elevated level (similar to the tram at Nottingham Midland Station). Further details available at: http://www.broxtowe.gov.uk/CHttpHandler.ashx?id=30842&p=0

Potential for Improvement There is no clear route for the tram to be extended through Long Eaton to Breaston (or proposals to do so) and the likely additional cost would be significant. Because of the extended journey times (estimated to be an additional 7-8 minutes) it is likely that the tram would be a less attractive option for passengers from the major population centres on the west side of Nottingham, increasing the pressure on other forms of transport.

Potential for Improvement There is no clear route for the tram to be extended through Long Eaton and across the Trent Valley to EMP (or proposals to do so). The likely additional cost would be significant, not least because of the need to cross the floodplain and the River Trent. Because of the extended journey times (estimated to be an additional 10 minutes) it is likely that the tram would be a less attractive option for passengers from the major population centres on the west side of Nottingham, increasing the pressure on the A453. However, some kind of tram/train arrangement may possible by extending the tram to Toton sidings and using the existing heavy rail lines to reach EMP. The other alternative is to extend the tram from the Clifton Park and Ride along the A453 corridor – but the distances involved would be unlikely to make this an economically viable or attractive option.

Other Public Transport, Cycling & Walking Connectivity Other Public Transport, Cycling & Walking Connectivity Other Public Transport, Cycling & Walking Connectivity Existing Situation Population that could access Toton by existing public transport & cycling as follows:

Time from Toton All PT Bus/Tram Only Cycle With 5 mins 86 86 7,072 Within 10 mins 1,758 1,758 21,367

Within 15 mins 5,167 5,167 43,066

Within 20 mins 18,653 18,653 72,743

Within 25 mins 40,140 40,140 112,942

Within 30 mins 68,285 68,285 170,516

Within 35 mins 105,821 105,821 213,647

Within 40 mins 136,200 136,200 283,548

Within 45 mins 187,201 186,623 359,855

Within 50 mins 261,637 225,985 475,794

Within 55 mins 380,029 371,218 622,821

Within 60 mins 527,458 511,746 755,130

Existing Situation Population that could access Breaston by existing public transport & cycling as follows:

Time from Breaston All PT Bus/Tram Only Cycle Within 5 mins 341 341 7,565 Within 10 mins 3,312 3,312 19,249

Within 15 mins 6,342 6,342 37,704

Within 20 mins 11,818 11,818 50,600

Within 25 mins 19,440 19,440 70,072

Within 30 mins 35,294 35,292 90,910

Within 35 mins 50,852 50,559 123,959

Within 40 mins 69,746 66,722 169,725

Within 45 mins 109,796 95,022 215,085

Within 50 mins 200,381 141,220 297,519

Within 55 mins 322,272 198,365 407,113

Within 60 mins 467,504 283,886 543,838

Existing Situation Population that could existing EMP by existing public transport & cycling, as follows

Time from EMP All PT Bus/Tram Only Cycle Within 5 mins 10 10 75 Within 10 mins 40 40 159

Within 15 mins 1,731 72 402

Within 20 mins 10,784 137 1,149

Within 25 mins 36,730 671 3,159

Within 30 mins 84,945 1,733 9,711

Within 35 mins 181,863 2,625 36,790

Within 40 mins 310,631 10,375 65,645

Within 45 mins 488,802 22,032 95,255

Within 50 mins 647,154 28,391 123,848

Within 55 mins 791,290 42,673 202,436

Within 60 mins 916,805 87,121 327,696

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Source: Accession Data

Source: Accession Data

Source: Accession Data

Potential for Improvement As Toton is within the existing urban area and close to a significant scale of population. There is potential to integrate the new station into the public transport network (in addition to the the tram) and to provide high quality new services from Long Eaton, Stapleford, residential areas on the west side of Nottingham and potentially East Midlands Airport. Broxtowe is proposing to retain existing rights of way immediately adjacent to the station which link to and through to protected and enhanced open areas. This includes an enhanced bridleway and better links to surrounding areas to the south and east of the station. Broxtowe is shortly to publish a Green Infrastructure Strategy which will recognise the potential for enhanced green routes in the area. If access from the A52 can be addressed, then there is the potential to establish high quality bus/coach links from Nottingham and Derby city centres. Revised Accession data based on a basic enhanced public transport package.

Time from Toton Enhanced PT With 5 mins 86 Within 10 mins 3,830 Within 15 mins 28,021 Within 20 mins 68,083 Within 25 mins 118,911 Within 30 mins 197,207 Within 35 mins 327,560 Within 40 mins 499,560 Within 45 mins 696,019 Within 50 mins 914,616 Within 55 mins 1,111,721 Within 60 mins 1,264,564

Potential for Improvement Breaston is on the outer edge of the existing urban area and in close proximity to a smaller scale of population, most of whom are separated from the station by the M1. There is therefore less potential to develop high quality public transport linkages from surrounding areas. If access from the M1 can be addressed there is the potential to establish high quality bus/coach links from Leicester, Loughborough and possibly East Midlands Airport. Revised Accession data based on a basic enhanced public transport package.

Time from Breaston Enhanced PT With 5 mins 748 Within 10 mins 8,562 Within 15 mins 22,806 Within 20 mins 47,999 Within 25 mins 113,345 Within 30 mins 234,352 Within 35 mins 372,325 Within 40 mins 538,065 Within 45 mins 688,633 Within 50 mins 833,882 Within 55 mins 981,419 Within 60 mins 1,121,895

Potential for Improvement EMP already benefits from existing heavy rail access, however access via other forms of public transport is poor may be difficult to improve as EMP is further removed from major centres of population than either Toton or Breaston. Previous attempts at establishing direct bus links to the existing EMP station have proved unsuccessful. However, there may be the potential to establish high quality bus/coach links from Nottingham (via the A453), Loughborough and Leicester to an HS2 Station. Revised Accession data based on a basic enhanced public transport package.

Time from EMP Enhanced PT With 5 mins 10 Within 10 mins 40 Within 15 mins 2,295 Within 20 mins 16,968 Within 25 mins 54,815 Within 30 mins 116,082 Within 35 mins 233,082 Within 40 mins 381,336 Within 45 mins 548,571 Within 50 mins 720,001 Within 55 mins 852,285 Within 60 mins 982,425

Strategic Road Network Connectivity Strategic Road Network Connectivity Strategic Road Network Connectivity Existing Situation There is no direct access from either the M1 or the A52 to the proposed station.

Existing Situation There is no direct access from either the M1 or the A52 to the proposed station.

Existing Situation There is direct connectivity to the existing classic rail station from the A453 (currently being widened) which links Nottingham to the M1 at Junction 24.

Potential for Improvement The proposals published by the Secretary of State assume a direct connection into Toton from the A52. Although technically feasible, no details of a solution have been published by either HS2 Ltd or the Highways Agency to date.

Potential for Improvement It is assumed that a new junction between J24a and J25 would be required to serve Breaston. Although there would appear to be space on the network to do this, the location itself would be very constrained by development to the east of the M1, making south-bound access (the

Potential for Improvement Access from Nottingham would be westbound on the A453. Access from Leicester and Derby would be via M1 J24 and eastbound on the A453.

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A new direct link to the M1 does not appear feasible given the scale of existing development on the east side of the M1 and the location of existing junctions. However a direct link from a re-modelled Junction 25 may be deliverable.

main route in from both Nottingham & Derby) very challenging – although northbound access from Leicester would appear to be possible. The Government has recently announced that this stretch of the M1 will be upgraded to ‘smart motorway standard’ - which will involve using the existing hard shoulder at peak times. Direct access of the A52 may be feasible, but would raise similar technical issues to Toton and would be more expensive to deliver given the greater distance to the station.

Although there is an existing classic rail parkway station at EMP it is only lightly used (c0.3 million passenger per annum) and is operating at below its design capacity. The addition of HS2 services could be a major additional traffic generator on one of the most congested areas of the trunk road network, particularly if local public transport options are not attractive. As a result, it is likely that further improvements would be required to M1 J24 and the A453 in addition to those currently under-construction or proposed as part of the Roxhill development.

Local Road Network Connectivity Local Road Network Connectivity Local Road Network Connectivity Existing Situation Local road access to Toton from the west side of Nottingham is via the A6005 and B6003. Local road access to Toton from Long Eaton is via the A6005.

Existing Situation Local road access to the assumed station location would be via the A6005 which passes over the M1 and through the village itself, and via the B6540, which passes under the M1 connecting Long Eaton and communities to the west side of Nottingham.

Existing Situation There is only local road access to EMP from Kegworth via the Kegworth Road which crosses the A453.

Potential for adverse impacts e.g. congestion Toton is closer to Derby and Nottingham via the strategic road network. However, there is likely to be local road congestion on the west side of Nottingham. Local road access from Long Eaton is not direct and could lead to further congestion.

Potential for adverse impacts e.g. congestion It is assumed that the main access to the station from Derby and Nottingham would be via either the M1 and/or the A52. There is a risk that unrestricted access from the local road network would attract traffic from communities on the west side of Nottingham, causing significant congestion on the A6005/B6540 within Long Eaton.

Potential for adverse impacts e.g. congestion The Kegworth Road is a potential alternative to M1 Junction 24/A453 for communities in and around Loughborough, which could lead to congestion within Kegworth and Ratcliffe-on-Soar

Potential for Improvement Given the population density close to the station (see above), there is greater potential to develop bus and tram services that could mitigate local traffic generation. There is also potential to develop an alternative southern road access from Long Eaton to the station for local pickup/drop off, buses and taxis.

Potential for Improvement An access to the station from the A6005 could be constructed to bypass the village of Breaston, but would still have adverse traffic impacts on Long Eaton. The potential to develop well integrated public transport to mitigate the impacts of local traffic is more limited (see above). However, restricting access from the local road network (for example allowing for bus, taxi, pedestrians and cyclists only) would help to mitigate congestion.

Potential for Improvement There is little scope to improve local road access as the station is relatively removed from existing centres of population.

Local Regeneration Opportunities: Local Regeneration Opportunities Local Regeneration Opportunities Environmental Constraints/Opportunities Flood risk was not highlighted as a major issue for Toton in the Environmental Appraisal published by HS2 Ltd. However updated information has since been made available by the Environment Agency which suggests that further investigation will be required as parts of the site falls within flood zones 2 and 3 and the proposed HS2 line passes through Toton at ground level.

Environmental Constraints/Opportunities Although the area to the south of Breaston is heavily constrained by flood zones 2 & 3, the water treatment works and related reservoirs, it is assumed the HS2 station will be raised on a viaduct, and thus would be removed from any direct flood risk. However at least some of the low level classic rail platforms, access routes to the station and any associated development is likely to be in the floodplain.

Environmental Constraints/Opportunities The land to the west of the current EMP station is heavily constrained by flood Zones 2 & 3. As it is assumed that the HS2 station will be raised in a viaduct, it would be removed from any direct floodrisk However any associated development (other than on the current site of Ratcliffe-on-Soar Power Station) is likely to be in the floodplain.

Planning Policy The site is allocated for a Hub Station in the adopted Broxtowe Core Strategy and the surrounding area is also identified as a location for strategic growth.

Planning Policy The site is not allocated for any form of development in the adopted Erewash Core Strategy and is located in one of the more sensitive parts of the Derby-Nottingham Greenbelt.

Planning Policy The area around EMP is not allocated for any form of development in the adopted Rushcliffe Core Strategy and is located in the Derby-Nottingham Greenbelt.

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The details of the Strategic Location are given in policies 2, 4, 15 and 16 of the adopted Broxtowe Core Strategy and in summary the following comprise the minimum requirements for development in the vicinity of the Hub Station: • 500 new homes • 18,000 square metres of employment space • 16 Hectares of Green Infrastructure • Not to the prejudice the vehicle access to the station • Not to prejudice the tram extension to the station and allowing for its

potential expansion into Erewash Borough. The location and development requirements are given in pages 143 to 149 of the Core Strategy (available at: http://www.broxtowe.gov.uk/CHttpHandler.ashx?id=30842&p=0 A summary of work undertaken by Broxtowe and others to bring this site forward and the steps taken to amend the Core Strategy is explained at: http://www.nottinghamcity.gov.uk/0DEE2B7D-8E45-45B8-A38D-9D34FB1AF1B2/FinalDownload/DownloadId-6F8801B7113F130C43C4311715685A17/0DEE2B7D-8E45-45B8-A38D-9D34FB1AF1B2/CHttpHandler.ashx?id=47582&p=0

However the Core Strategy does make provision for a sustainable urban extension south of Clifton (3,000 new homes and 20 ha of employment land), around 3.5 miles along the north east of EMP along the A453. The site of the Ratcliffe-on-Soar Power Station has the potential to be a significant brownfield regeneration opportunity in the future should it be decommissioned.

Line of Route Line of Route Line of Route Line Speed The line of route through Toton proposed by the Secretary of State is designed to a line speed of 275 kph.

Line Speed It is assumed that the likely line of route will follow closely the M1. It will also prove difficult to maintain a lines speed of 275 kph as the motorway curves to a greater degree than would a high speed rail line. As a result, the line of route will result in slower journey times north of the station – although it is not possible to quantify the time penalty at this stage.

Line Speed The line of route through EMP would be the same as that proposed by the Secretary of State for Toton, with a slight shift to the east at Ratcliffe-on-Soar to bring it to within around 250m from the existing EMP station.

Townscape & Severance Long Eaton already suffers from severance from classic rail lines - with three level crossings within the town. The addition of the HS2 line is likely to have a severe impact requiring the demolition of existing properties. This would require a comprehensive solution which would need to address the adverse impact of the lines as well as existing severance issues.

Townscape & Severance It is assumed that the likely line of route will follow closely the M1 and avoid the need to pass through Long Eaton. This will reduce the impact on communities in the town and is likely to result in fewer demolitions. However, the route would impact on communities in Breaston, Risley, Stanton by Dale and Trowell.

Townscape & Severance Long Eaton already suffers from severance from classic rail lines - with three level crossings within the town. The addition of the HS2 line is likely to have a severe impact requiring the demolition of existing properties. This would require a comprehensive solution which would need to address the adverse impact of the lines as well as existing severance issues.

Landscape & Visual Impact The visual impact of the route to the south west will be will limited by the use of cuttings and tunnelling and tunnelling under East Midlands Airport. However the route will need to cross the Trent Valley on viaducts on the approach into Toton which will have a significant visual impact.

Landscape & Visual Impact It is assumed that the line of route will avoid the need to tunnel under East Midlands Airport and the Roxhill development (if consent for this is forthcoming). As a result more of the line will be on the surface, increasing the potential for visual impact over this section, although it is likely to closely follow the route of the A42 and the M1. A station at Breaston will need to be at high level (at or slightly above the M1) and wide enough (approximately 80m) to accommodate 2

Landscape & Visual Impact The visual impact of the route to the south west will be will limited by the use of cuttings and tunnelling and tunnelling under East Midlands Airport. However the route will need to cross the Trent Valley on viaducts on the approach to EMP which will have a significant visual impact.

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The station itself would have a fairly limited visual impact due to the surrounding topography and its location on the valley floor.

platforms and 2 through lines - similar to the station currently proposed at Meadowhall although on a curved alignment. The new classic rail platforms, car parking and access may also erode the rural setting of Breaston and even with mitigation would have a significant visual impact. However the need for viaducts over the Trent Valley would be avoided. To the south the route would need to pass through the A50 (J24) Further north, the line of route would have to pass through the A52 (J25).

An HS2 station at EMP will need to be at a high level and wide enough (approximately 80m) to accommodate 2 platforms and 2 through lines - similar to the station currently proposed at Meadowhall although on a curved alignment. There would need to be a link down from the HS2 platforms to the existing classic rail station, which would be situated around 250m to the east.

Historic & Ecological Impact The route would have a direct impact on part of the Scheduled Roman site on Red Hill at Ratcliffe-on-Soar and affect the setting of the Long Eaton Conservation Area.

Historic & Ecological Impact Assuming the line of route follows the M1 there would be some impact on the Conservation Areas at Breaston, Risley and at Stanton by Dale.

Historic & Ecological Impact The route would have a direct impact on part of the Scheduled Roman site on Red Hill at Ratcliffe-on-Soar and affect the setting of the Long Eaton Conservation Area.

Relative Cost Relative Cost Relative Cost Toton station itself is likely to be cheaper to build (estimated cost £270m) as both HS2 and classic platforms will adjacent to each other at ground level. However the need for up to 3km of tunnelling under East Midlands Airport and the Roxhill Development (if consent for this is forthcoming) would have significant cost implications (estimated to be £500m for EMA, and an additional £100m for Roxhill), as on average tunnelling is between four and five times more expensive than building on the surface. As a result it is likely the total cost of Toton will be more than for Breaston, although the scale of differential is difficult to estimate due to the lack of available detail about line of route for the Breaston option.

The station itself is likely to be more expensive to construct as the HS2 platforms will be raised on a viaduct with links to lower level classic rail platforms (estimated cost of Meadowhall station is £400m). However it is assumed that the line of route will avoid the need to tunnel under East Midlands Airport and the Roxhill development (if consent for this is forthcoming). As a result it is likely the total cost Breaston will be less than for Toton, although the scale of the differential is difficult to estimate due to the lack of available detail about line of route for the Breaston option.

Like at Breaston, the station itself is likely to be more expensive to construct as the HS2 platforms will be raised on a viaduct with links to lower level classic rail platforms (estimated cost of Meadowhall station is £400m). Like Toton, the need for up to 3km of tunnelling under East Midlands Airport and the Roxhill Development (if consent for this is forthcoming) would have significant cost implications (estimated to be £500m for EMA, and an additional £100m for Roxhill). As a result it is likely that the total cost of EMP would be more than both the Toton and Breaston options.

Relative Economic Benefits Relative Economic Benefits Relative Economic Benefits Patronage Revenue The analysis published by the HS2 Ltd (July 2013) as part of the business case indicated that Toton would generate benefits of £550 million (PV) and revenue of £190 million (PV) when compared to the equivalent service through Derby Midland, due to the wider area of impact and the greater number of passengers attracted to the station. It would be reasonable to expect the difference in benefits between Toton and Breaston to be less than this, as Breaston is closer to the main passenger market. However, this will be dependent on the ability

Patronage Revenue A station located a Breaston would reduce the total benefits compared to Toton because it is located further from Nottingham, the largest source of demand, has worse connectivity and a slower journey time for HS2 destinations further north. The magnitude of the reduction in benefits is understood from HS2 Ltd to be similar to that seen for having a station at Meadowhall instead of Sheffield Victoria albeit for different reasons. HS2 Ltd (July 2013) found the Sheffield Victoria would generate incremental economic benefits of £460m with an increase in revenues of £190m. This is the net impact of

Patronage Revenue An HS2 station located at EMP would have lower total benefits compared to Toton because it is located further from Nottingham, the largest source of demand. The existing classic rail station at EMP has not proved attractive to passengers and has been operating at some way below its design capacity and original business plan assumptions.

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to connect with MML services and ongoing travel times for passengers to Derby, Nottingham and Leicester.

the additional benefits to the Sheffield area of the city centre station, offset against the dis-benefits to those travelers further north who would have a longer journey times as a result.

Local Economic Benefits Up to 600 local jobs could be displaced by the station. However there is potential for relocation to improve premises within the vicinity as part of a comprehensive redevelopment and potential to generate up to 1,300 new jobs. The adopted Core Strategy sets out minimum requirements for the scale and mix of development around the Toton Station (set out above). Broxtowe has used this as the basis for the development of a draft Masterplan which sets out a spatial vision for how this development could be accommodated.

Local Economic Benefits There is little existing economic activity close to Breaston. The adopted Erewash Core Strategy does not propose any major development in the vicinity of Breaston due to flood plain constraints and the sensitive nature of this part of the Derby-Nottingham Greenbelt. The scope for any local economic development associated with the station would appear to be very limited.

Local Economic Benefits Existing economic activity in the vicinity to EMP is limited largely to the village of Kegworth in NW Leicestershire. The emerging Rushcliffe Core Strategy does not propose any major development in the vicinity of EMP due to floodplain and Greenbelt constraints, although an urban extension south of Clifton is proposed around 3.5 miles to the north east. Although EMP is geographically closer than either Toton or Breaston to the East Midlands Airport, Pegasus Business Park and the proposed Roxhill development, it is separated by the M1 and Junction 24. Aside from the long term potential of the power station site (see above) the scope for any additional local economic development associated with an EMP HS2 station would appear to be limited.

Wider Economic Benefits Headline analysis from Volterra concluded that the economic benefits of Toton are likely to be higher in terms of: higher numbers of users, no slowing of journeys further north, more direct development potential, similar catalytic impacts. Connectivity and practicality of the technical deliverability of that connectivity is crucial to ensuring residents and businesses in the area could benefit from any station.

Wider Economic Benefits Headline analysis from Volterra concluded that the economic benefits of Toton are likely to be higher in terms of: higher number of users, no slowing of journeys further north, more direct development potential, similar catalytic impacts. Connectivity and practicality of the technical deliverability of that connectivity is crucial to ensuring residents and businesses in the area could benefit from any station.

Wider Economic Benefits It is likely that the economic benefits of Toton will be higher than EMP in terms of numbers of users, more direct development potential and similar catalytic impacts. Connectivity and practicality of the technical deliverability of that connectivity is crucial to ensuring residents and businesses in the area could benefit from any station.

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East Midlands HS2 Strategic Board 2nd February 2015 Item 5: A Vision for Connectivity 1. Background 1.1 Local economies across the East Midlands have huge potential for export-led growth.

The East Midlands has the highest proportion of manufacturing employment in England and is well represented in many of the key sectors targeted by the Government’s industrial strategy, with a competitive advantage relative to the rest of England in: • transport equipment manufacturing; • food & drink manufacturing; and • construction.

1.2 In addition there is significant growth potential in power generating machinery, life

sciences, logistics and low carbon goods and services, as well as the visitor economy.

1.3 Research commissioned by HS2 Ltd from KPMG has highlighted that the East Midlands is exceptionally well placed to deliver additional economic growth from HS2 connectivity – up to an additional £2.2.billion per year or 4.3% of economic output.

1.4 Research commissioned by the Eastern Network Partnership has highlighted that the eastern leg of HS2 serving the East Midlands has a benefit to cost ratio of 5.6 for 1 – significantly higher than for the western leg and for the project as a whole.

1.5 However, this huge economic potential will not be realised without investment and

the concerted and co-ordinated action of national, regional and local partners. 2. The East Midlands HS2 Strategic Growth Vision 2.1 At its meeting of the 19th September 2014, the Strategic Board agreed the following

Growth Vision as a basis for maximising the economic benefits of HS2 in the East Midlands.

East Midlands HS2 Growth Vision

Councils, LEPs, universities and colleges will work in partnership with the Government to ensure that high speed rail in the East Midlands delivers: unique and sustainable places that are well connected by high quality infrastructure, for people who will benefit from enhanced employment prospects resulting from targeted investment in skills and business support. ‘unique and sustainable places…’ 1. High quality design that achieves an inspiring 21st Century Gateway to the towns and

cities of the East Midlands:

• an iconic yet highly functional Hub Station with provision for business meeting

space and surrounded by excellent public realm and accessible green infrastructure;

• viaducts and bridges which have architectural merit but that are designed to minimise the impact of noise;

• cuttings and embankments which are well integrated into the natural environment and provide opportunities to improve biodiversity.

2. Planned development that uses the locational advantages of the Hub Station to

strengthen and re-enforce the roles of existing settlements across the East Midlands: • establishment of a major new high tech research/HQ institution adjacent to the

Hub Station which adds value to the existing East Midlands offer; • well integrated high quality mixed tenure housing and employment development

(including provision for relocated businesses),which makes best use of the land around the Hub Station and reflects the recently agreed Joint Core Strategy;

• avoiding major retail development that would undermine the roles of existing centres;

• maintaining the integrity of the Derby-Nottingham Greenbelt west of the M1; • continuing to invest in infrastructure elsewhere that supports the roles of existing

settlements.

3. Making use of innovative and effective engineering solutions that avoid or mitigate the severance of communities and businesses in Long Eaton, Mansfield/Ashfield, Worksop and Chesterfield.

4. Using land value/business rate uplift and increased investor confidence around the Hub Station to address local regeneration priorities and to improve areas of low quality housing stock.

‘…that are well connected by high quality infrastructure…’ 5. Ensuring that HS2 is additional to current levels of classic service provision and using

released classic rail capacity to significantly improve connectivity:

• post HS2 MML services should be re-orientated around even ‘clock face’ service pattern that would benefit Leicester and other stations along the line;

• capacity released from the Midland Main Line must enable further improvements to connectivity between Derby, Leicester and Nottingham and the northern ‘core cities’, and enhanced services for Chesterfield, Loughborough, Market Harborough, Corby, Kettering and Wellingborough;

• capacity released from the East Coast Main line must enable enhanced services for Retford, Newark, Grantham and Lincoln;

• capacity released from the West Coast Main Line must enable enhanced services for Northampton to both Birmingham and London.

6. Constructing direct links between HS2 and the Midland Main Line to allow some trains

to run on both lines, increasing connectivity to Birmingham, the north of England and Scotland:

• a link at the Hub Station to allow for direct services from Derby, Leicester and

Nottingham to Leeds, Newcastle and Scotland via HS2;

• provision of a ‘Trowell Chord’ to allow for direct services from Nottingham to Birmingham via HS2.

7. Ensuring effective local multi-model accessibility to the Hub Station:

• regular and reliable heavy rail services from Derby, Leicester and Nottingham that

do not compromise existing levels of connectivity between the three cities, and also from Mansfield/Ashfield & Worksop (via the Robin Hood Line) and local stations on the west of Nottingham (via the proposed Trowell Chord);

• extending NET to serve areas west of the proposed Hub station at Toton; • provision for direct access from Long Eaton, Toton and Stapleford for pedestrians,

cyclists, buses, taxis and local car pick-up/drop off facilities, and effective public transport connectivity to the rest of the Greater Nottingham area;

• access from the strategic road network which does not result in additional traffic congestion and associated environmental problems;

• providing appropriate levels of well designed station car parking, whilst avoiding the development of a ‘parkway station’;

• ensuring that communities in northern Derbyshire and Nottinghamshire also have effective access to HS2 stations in Sheffield and Manchester.

8. Using innovative technology such as Integrated flexible ticketing to allow people to

undertake ‘seamless’ multi-modal journeys via HS2, classic rail and other forms of public transport at reasonable prices and without booking on a specific service – reducing reliance on the private car.

‘…for people who will benefit from enhanced employment prospects resulting from targeted investment in skills and business support.’ 9. Rebuilding pride and excellence in the construction and manufacturing sectors through

the development of a highly skilled local workforce:

• working with established centres of excellence to train the next generation of engineers and developing a new High Speed Skills college in Derby

• establishing apprenticeships for HS2 construction and engineering jobs • focusing on STEM subjects in schools to help local children access such

opportunities. 10. Maximising the economic potential of the Staveley Maintenance Depot, building on the

established strengths of the local rail supply sector to create and maintain high value manufacturing and engineering jobs across the East Midlands.

11. Increasing connectivity to new and existing major employment opportunities, including:

• East Midlands Airport; • East Midlands Gateway (Freight Interchange); • the former Stanton Iron Works site

12. Ensuring that local companies have a fair chance to win contracts to design and build

HS2 and the required rolling stock:

• establishing a dedicated rail engineering support initiative to further boost the competitiveness of the sector;

• encouraging local participation at HS2 procurement events.

3. A Vision for Connectivity 3.1 Central to delivery of the Growth Vision will be effective connectivity to the Hub

Station. The Growth Vision highlights the importance of:

• classic compatible connectivity at the Hub Station itself; • high quality, reliable connectivity by both road and rail from Derby, Leicester and

Nottingham; • connectivity other centres of population such as Mansfield/Ashfield, Worksop

and Chesterfield; • maximising local accessibility by tram, other forms of public transport, cycling

and walking; and • maximising the potential of released capacity to improve services at stations

across the East Midlands.

3.2 Further work will be required to develop specific proposals to address these priorities. However, local partners have already made a start. For example

• East Midlands Councils (with financial support from a number of individual

councils) commissioned Arup to produce a report (published December 2013) setting out the business case for securing classic compatible connectivity at Toton.

• Leicestershire County Council and the L&LLEP are examining the potential of

extending the National Forest Line to provide enhanced connectivity to the rail network serving the Hub Station from communities in North West Leicestershire.

• Derby City Council has scoped out the key elements of a connectivity package

comprising a dedicated and frequent heavy rail shuttle service between Derby Midland Station and the HS2 Hub station (not just using existing services) and a dedicated and frequent rapid transit link along the A52 between the HS2 station, Derby city centre and Derby Midland Station.

• The adopted Broxtowe Core strategy already makes provision to extent tram

connectivity into Long Eaton – which would involve the tram initially terminating at a high level at the Hub Station.

3.3 Whilst value for money and affordability will be of key concern to any future

Government, such costs should be seen in the context of the exceptional economic benefits that can unlocked through the effective delivery of HS2 in the East Midlands relative to other parts of the country.

4. Midlands Connect 4.1 The delivery of HS2 will place the Midlands at the centre of a new national high-

speed rail network. As well as the East Midland Hub station in phase 2, HS2 stations are planned at Birmingham Curzon Street and Birmingham International Airport as part of phase 1.

4.2 HS2 will provide much needed rail capacity and enhanced connectivity between Britain’s major cities. Councils and LEPs across the East and West Midlands recognise the potential of HS2 to unlock economic growth through radically improving connectivity. This has led to the development of the ‘Midlands Connect’ initiative which aims to:

• make the most of HS2 – ‘HS2 ready’; • improve links to international gateways; • improve east-west connectivity across the Midlands; • strengthen freight corridors; • make the strategic transport network more resilient; • open up land for commercial and residential development; • connect our urban centres providing capacity for growth;

4.3 Following the publication of an initial Midlands Connect scoping report and Prospectus in September 2014, further technical work is due to be completed by the end of February 2015 setting on the scale of the economic potential that could be unlocked by improving connectivity between key centres. This will be discussed at meeting of council leaders from across the Midlands on the 27th February 2015 at Leicestershire County Council.

5. Recommendations 5.1 The Board is invited to welcome initial progress in developing a comprehensive

connectivity package serving an East Midlands Hub Station, and to highlight priorities for further work.

Contact: Andrew Pritchard andrew.pritchard@emcouncils.gov.uk

East Midlands HS2 Strategic Board 2nd February 2015 Item 6: Toton Delivery Board Update 1. Background

1.1 This report aims to inform members of the HS2 Strategic Board of the recent activities of the HS2 Toton Delivery Board and Broxtowe Borough Council’s HS2 Toton Advisory Committee, which makes recommendations to Broxtowe’s Cabinet.

2. HS2 Toton Delivery Board meetings

Meeting on 23-9-14 2.1 Members of the board were introduced to the local planning context at Toton. In

particular the Aligned Core Strategy’s spatial objectives and the fact that in the strategy a strategic location for growth is identified. The site is listed as having potential for inward investment, job creation and appropriate mixed uses. At least 500 homes should be developed in the area and at least 18,000 square metres of employment provision, along with significant enhancements to Green infrastructure and not prejudicing either the tram extension or road access to the new HS2 station. Members of the advisory board were told of meeting of the HS2 Advisory Committee, which had engaged in stakeholder consultations with developers, local residents, railway companies the local school and local groups such as South Broxtowe 2020 and Friend of Toton Fields. The various comments raised by these groups would form the backdrop against which a local masterplan could be developed.

Meeting on 2-12-14

2.2 Members of the board were presented with the implications of Sir David Higgins report ‘rebalancing Britain’ and implications for the delivery board. A presentation and discussion followed on the local planning context at Breaston and issues in connection with Breaston as a potential East Midlands Hub site. The issue of connectivity was raised as being fundamental and in particular to ensure that wherever the final station choice was that classic compatibility (trains going straight onto the classic line) was a key issue. It was noted that Toton could provide this and Breaston could not.

3. Broxtowe Borough Council’s HS2- Toton Advisory Committee

Meeting on 11-11-14 3.1 The Advisory Committee considered the implications of the Higgins Report with

particular reference to the suggestions of alternative sites for the East Midlands Hub station for High Speed 2 (HS2). Although the report did not name alternative sites and did not change the status of Toton as the preferred site for the East Midlands Hub, it was acknowledged that an element of uncertainty had been introduced in to the planning process. Members agreed that work to create an evidence base to promote strong arguments for the station to be at Toton would be appropriate whilst noting their disappointment at the lack of detail regarding the East Midlands Hub in the Higgins Report. The consensus of the meeting was that further work, or indeed development in the area should not proceed in the light of the uncertainty and certainly if the station were not to be located at Toton .

3.2 A presentation was given on the potential appropriate amount and distribution of development in the vicinity of the station but detailed consideration of this was deferred to the next meeting

Meeting on 15-12-14

3.3 A presentation was given at the meeting to illustrate how the amount of development shown on the attached plan would relate to the wider area. The proposed development figures given below are rounded to the nearest 0.5 Hectare.

3.4 West of Toton/ Stapleford Lane:

• 24.5 Hectares mixed use employment/ commercial development on the site of the station and to the north and east.

• 9 Hectares publicly accessible open space through the south and centre of the site.

• 6.5 Hectares low density residential development between the areas of green space towards the south of the site to link with existing public rights of way.

• 10 Hectares high density residential development to the north of this. • 2.5 Hectares local centre to the east of the site opposite the tram Park-and- Ride

site.

3.5 Additional Land included with the location but not proposed to be developed (other

than to allow road access to the station:

• 17.5 Hectares buffer at the north of the site comprising school land, open space and the existing sewage treatment site.

• 2 Hectares west of Toton/Stapleford Lane comprising mainly of the electricity substation.

3.6 East of Toton/Stapleford Lane (south of the tram line):

• 2 Hectares mixed use employment/leisure development to the south and east of the park and ride.

• 8 Hectares publicly accessible open space through the south centre and west of the site linking with the green space to the west via improved connections

• across the road and to existing public rights of way to the north. • 6 Hectares low density housing to the east of the site and south of the tram line. • Additional land included within the location but not proposed to be developed

(other than with an extension to the tram) • 4.8 hectare tram park and ride site.

3.7 Members considered this and resolved the following key principles-

• A north-south wildlife corridor be included in the consultation. • Existing rights of way be included on the plans for consultation. • No strategic retail development be created, only that necessary to support

residential development. • Assurance received that the school had available land for expansion purposes if

required.

3.8 The plan in Appendix 1 to this report details potential development with these principles included.

4. Relevant Broxtowe Borough Council Cabinet Meetings

Meeting on 16-12-14 4.1 Cabinet considered recommendations from the HS2/Toton Advisory Committee from

the meeting which was held the previous evening to discuss the draft proposals for the development of the proposed HS2/Toton Strategic Location site. It was

RESOLVED that:

1. The consultation on proposals for the Strategic Location for Growth to include

(but not limited to) consultation with HS2 Ltd to ensure that the proposals remain in alignment with their plans and vision for the area, be approved.

2. The recommendations from the HS2/Toton Advisory Committee be accepted as

follows:

a) A north-south wildlife corridor be included in the consultation. b) Existing rights of way be included on the plans for consultation. c) No strategic retail development be created, only that necessary to support residential development. d) Assurance received that the school had available land for expansion purposes if required.

Meeting on 27-1-15

4.2 Cabinet will meet to consider the potential Green Belt boundary changes at Toton (and elsewhere in Broxtowe Borough) to expedite sustainable economic development in the vicinity of the HS2 station.

5. Recommendation

5.1 The Board is invited to welcome the work being undertaken by the HS2 Toton Depot Delivery Board, and to highlight any further comments.

Contacts: Ruth Hyde: Chief Executive Broxtowe Borough Council: ruth.hyde@broxtowe.gov.uk Steffan Saunders: Head of Neighbourhoods and Prosperity Broxtowe Borough Council: steffan.saunders@broxtowe.gov.uk

East Midlands HS2 Strategic Board 2nd February 2015 Item 7: Staveley Infrastructure Maintenance Depot Delivery Board

1. Background

1.1 The published proposals for HS2 include provision for an Infrastructure Maintenance Depot at Staveley, near Chesterfield. This will provide depot facilities for the maintenance of the track, signalling and associated infrastructure on the West Midlands to Leeds arm of the network. The site at Staveley meets HS2’s needs in that it is roughly halfway between Birmingham and Leeds; provides direct access to the high speed and classic rail networks; benefits from good road access; and offers a large brownfield site of sufficient length to accommodate HS2’s maintenance trains. No decision has yet been made on the location of construction sites for HS2, but this site would seem to offer the potential for a base from which at least part of the route could be constructed.

2. Response to the consultation

2.1 Derbyshire County Council, Chesterfield Borough Council and Chatsworth Estates (the principal land owner) co-operated to commission a series of studies and to provide a co-ordinated response to the HS2 proposals. The technical studies included:

• An economic impact assessment undertaken by specialist consultants Volterra • A high level options appraisal undertaken by Arup to assess the impact of the

depot on planning proposals for the area, including in particular the Area Action Plan for the Staveley and Rother Valley Corridors

• A study to assess the impact of the depot on a proposed major road scheme, the A619 Regeneration Route that is seen as the key to opening up the area for development.

2.2 The economic impact assessment concluded that construction of the depot could

support around 70-75 jobs and that once it is operational the depot could employ 200-250 full-time equivalent workers. If the site is used as a construction site for HS2 it might support a further 260 jobs. Further indirect jobs could be supported locally and in the wider region. Overall the consultants estimated that the total impact of locating the depot at Staveley could be in the region of 540-580 jobs locally, or up to 700 including indirect impacts. Moreover they concluded that the employment opportunities provided a good fit with the skills available in the local workforce.

2.3 The work undertaken by Arup showed that the depot proposals had significant

implications for an important regeneration site and that existing plans for residential and employment development would need to be modified. The study concluded that whilst the proposed depot could be accommodated in the area, further work by HS2 Ltd is needed to ensure the viability of the regeneration proposals.

2.4 The investigation of the impact of the depot on the strategic road proposals similarly concluded that there were design solutions that would allow both the depot and the new route to be provided. This would require the depot to be re-oriented slightly to the north and the footprint of the development adjusted to avoid a pinch point at the south-west corner of the site. It was further suggested that part of the new route should be constructed at an early date to facilitate construction of the depot and reduce the impact of works traffic in residential areas.

2.5 Detailed reports on these matters have been submitted to HS2 Ltd. The indications

are that these issues can be addressed as the scheme is developed, but this cannot be confirmed until there is a decision on the line of route.

3. Delivery Board Work Programme 3.1 The terms of reference for the Infrastructure Maintenance Depot Delivery Board are:

• to develop an overall plan for the provision of an HS2 Infrastructure Maintenance Depot at Staveley consistent with economic development, planning and highway aspirations for the area

• to work with HS2 Ltd, the LEP, business leaders, local authorities, land owners and local/community organisations to develop the growth potential of the site and the wider Staveley area

• to consider and, if appropriate, make provision for a satellite ‘hands on’ training facility for the proposed high speed rail college

• to ensure compatibility with the statutory planning process and planned infrastructure proposals in consultation with the relevant local authorities

• to identify a work programme, infrastructure requirements and the resources needed to maximise the economic potential of the maintenance depot and associated developments

• to agree and oversee the commissioning of specialist technical studies • to make recommendations to the Strategic Board

3.2 The Delivery Board recognises that significant progress in developing detailed plans

for the Staveley area must await a response to the consultation. The work commissioned by the local authorities and landowners has demonstrated that a depot at this location could be accommodated, but it would not be appropriate to undertake a significant amount of detailed design work until HS2 Ltd is in a position to confirm the acceptability of the modifications and adjustments that have been suggested.

3.3 In the meantime the Delivery Board will concentrate its efforts on maintaining strong

links with landowners and other interested parties; liaising with HS2 Ltd and the developers of the proposed high speed rail colleges at Birmingham and Doncaster to promote the potential for a ‘hands on’ satellite training facility at the depot; and increasing awareness of HS2 and the opportunities it presents in north east Derbyshire to the local business community and in the education sector.

4. Recommendation 4.1 The Board is invited to welcome the work being undertaken by the Staveley

Infrastructure Maintenance Depot Delivery Board, and to highlight any further comments.

Contacts: Steve Cannon, Derbyshire County Council steve.cannon@derbyshire.gov.uk Alan Morey, Chesterfield Borough Council alan.morey@Chesterfield.gov.uk