HS1 provides a template for high speed rail in the Sydney-Newcastle corridor.
HS1 in the UK shows that high speed rail should be integrated with the existing network to open up regional areas for growth and development.
The purpose of constructing HS1 was to allow Eurostar services to operate on an uncongested line at higher speeds associated with European rail standards. As Andrew McNaughton, the Technical Director for HS1 says, there are simply not enough long-distance passenger services to justify the high speed line. This led to the introduction of new 200km/hr “domestic high speed” services to use the high speed line to Kent and then British Rail lines within Kent.
Integration of the line with the existing network led to four sets of beneficiaries justifying the investment in HS1:
Transport users and providers benefitted from upgraded travel services.
The regional community benefitted from the net effects on economic productivity, particularly in regional cities
Urban developers benefitted from acceleration or increased scale of development and regeneration in the region
The British Government benefitted from increased shareholdings and asset values in its rail network.
A study conducted by Steer in 2019 found these expected benefits were in fact delivered by HS1. The study estimated HS1 produced £427m economic benefits per annum. Further, it estimated the cumulative benefits to 2019 were £4.5B, compared with the total cost of £5.8B for HS1 when completed in 2007.
The study found that passenger journeys nearly doubled in 6 years, indicating:
More commuters make the journey to jobs in London;
More visitors were coming into Kent; and
More business trips were being made in and out of Kent.
It also found that increased investment in Kent and increased urban development had followed. Importantly, the economic and urban development benefits were primarily a result of opening up access into the Kent region. The international connection to Paris created the need for a new high speed line, but the benefits flowed from the local regional services within Kent.
The same set of beneficiaries can be expected to benefit from the high speed line to Newcastle if an integrated approach is adopted. But it should be noted that the same level of benefits will not be realised if a standalone high speed line is implemented. Faster direct services to Newcastle will deliver benefits to Newcastle city, but will largely bypass the Central Coast and Lower Hunter regions. This would put the business case at risk given the high cost to build a tunnel to exit the Sydney urban area.
We look forward to seeing what the High Speed Rail Authority does with the Sydney-Newcastle corridor.