HS2 and Land Governance in the UK

“The Government’s vision is for a transport system which is an engine for economic growth, and which is safer, greener and improves quality of life in our communities.” What does this really mean? It could be argued that this statement means that the government’s priority and primary reason for the creation of HS2 is to help sustain economic growth and that they will try to do so with minimal environmental and social damage. 

Currently land use governance in the UK is concerned with geographical planning and regulation (spatial policies), rather than on the underlying reasons for the demand for the land in question (1). In the instance of HS2, this underlying driver is the government’s constant need to continuously deliver economic growth- as measured by GDP. However, so long as GDP growth remains the government’s primary target, land conservation will continue to be over-ruled for projects such as HS2 which deliver more immediate benefits such as job growth and increases in income per capita. 

However, one of the main problems of this measurement is that GDP growth is an incomplete picture of development in that it includes the production of goods and services but excludes many social and environmental costs which are difficult to quantify and assign a monetary value (2). According to Warwickshire Wildlife Trust “It is clear that a major infrastructure project like HS2 has the potential to have a significant negative impact on the wildlife and wild places through which it passes” (3). Such costs are not captured directly by GDP measurements and therefore are not factored into the decision making process of governments to the same extent as job creation etc. when decisions about land use are made. The fact that these costs are not captured by GDP does not mean they are of new value to humans. The ecosystem services which humans rely on for health and wellbeing e.g. food, water, climate regulation, are directly impacted by biodiversity (4). 

One such measure could be GSDP, Gross Sustainable Development Product, which is defined as “the total value of production within a region over time and is measured using market prices for goods and services transactions in the economy” (5). GSDP includes the environmental impact of resource depletion; the economic impact of environmental and health concerns as well as the impact of decisions today of future populations 

Perhaps if we stopped viewing economic growth alone as our measure of success and used a measure more encompassing of social and environmental externalities, we would finally be able to make decisions which consider all three elements equally. The HS2 project has highlighted the fact that the government makes decisions with a focus on the economic costs and benefits with other factors as an afterthought, and an inconvenience to be minimized. 









REFERENCE: 

(1) OECD (Regional Development Policy Division in the Public Governance and Territorial Development Directorate of the OECD) 2017. The Governance of Land use: Policy Highlights. [Online] First accessed 11 April 2018. Available from: https://www.oecd.org/cfe/regional-policy/governance-of-land-use-policy-highlights.pdf 

(2) Stiglitz, J. (2009). The great GDP swindle | Joseph Stiglitz. [online] the Guardian. First accessed 27 April 2018.Available at: https://www.theguardian.com/commentisfree/2009/sep/13/economics-economic-growth-and-recession-global-economy 

(3) Trotter, S. (2011). What ecological effects might HS2 have on wildlife and wild places?. [online] Warwickshirewildlifetrust.org.uk. Available at: http://www.warwickshirewildlifetrust.org.uk/sites/default/files/HS2%20impacts%20on%20wildlife%20ST%2018%20February%202011.pdf. First accessed 15 April 2018. 

(4) Cardinale et al., 2012. Biodiversity loss and its impact on humanity. Nature, 486, 59–67. [Online]. First accessed 14 April 2018. Available from: http://0-www.nature.com.pugwash.lib.warwick.ac.uk/articles/nature11148. 

(5) Consultmcgregor.com. (2018). Efforts to capture the environmental sustainability aspects. [online]. First accessed 27 April 2018. Available at: http://www.consultmcgregor.com/documents/resources/GDP_and_GPI.pdf.

How are social activist responding to the new HS2?

HS2 can be seen in many different lights. However, the negative factors seem to be more predominant by destroying homes, firms, loss of biodiversity, affecting the environment et cet era. Therefore, social activists are not happy with these results after undertaking their own research and concluding HS2 isn’t positive. Firstly, websites such as ‘stophs2.org’ are being created. This website’s main ideas is that HS2 means “No Business, No Environment and No Money”. It post different articles about how it is destroying the environment, gives ideas on how you can help stop HS2 by writing to the Transport secretary and it allows you to also donate to the group so it can make more leaflets on the detrimental effects of HS2. Firstly, It shows pictures of a canal which collapses into a Sinkhole near the proposed HS2 route. Furthermore, these activists go on to discuss how the ground conditions aren’t good and thereby this route will also not be a good fit. (2) 

There is also a ‘Cubbington Action Group’ which is against HS2. Volunteers of these groups are organizing walks around South Cubbington Wood to see anemones, bluebells, or a famous pear tree in bloom. This will also be destroyed if construction for HS2 begins next year as proposed. This groups aim is to protect the environment and all these flowers which will no longer be seen and this can create awareness on the effects of HS2 and save on the natural beauty of the forests and environment that can never be replaced.(1) 

There have also been many protests against HS2 at Colne Valley Park. These protestors are coming with signs which say “Nobody wants HS2” and Banners quoting “Cancel HS2 Immediately”. They want members of the public to sign and share the petition to the United Kingdom Parliament to stop this project. It has gone as far that; since, October 2017 there have been around 31 incidents where protestors have put locks to machinery or trees and attached it to themselves in order to try to obstruct the cutting of trees in the Denham Country Park. This idea portrays how far some are willing to go to ensure that they can slow down the project and eliminate it completely and also to draw some attention to the project. However, The Transport secretary in the United Kingdom, Chris Grayling was successful in his appeal to the court to put an injunction on all unlawful protests. However, this does not necessarily mean activists can no longer protest on the construction site. It just means they are limited to the types they can do. (3) 

These campaigns, petitions and protests are being done to create awareness to the public so more members can join and their solidarity becomes stronger and also to send a message to HS2 and the government that they believe HS2 will not work and why it won’t work and this message seems to slowly be portraying. For example, Sir Kevin Barron, a member of parliament, who first supported HS2 for many years is now changing sides and says he will no longer be giving HS2 a second reading and he believes that the money can be used for something else and has no confidence in this project. (3) 




REFERENCE: 

(1) StopHS2. (2018). Spring flower walks in Cubbington: last chance before HS2! Available at StopHS2.org 


(2) Joe. (2018). HS2 – On Even Shakier Ground. Available at StopHS2.org 

(3) Joe. (2018). HS2 – Grayling wins fight to stop some protests from some protestors at Colne Valley. Available at StopHS2.org

Is HS2 really the way forward for labour mobility and job creation?

As discussed in a previous blog post, HS2 is claimed to reduce the North South divide by creating more employment opportunities through increasing labour mobility. However, the impact of High Speed Rail, specifically, on labour mobility has not been analysed extensively (1)- as it is a relatively new infrastructure. In addition, much of the cost-benefit analysis is based on the premise that work and labour mobility will be as crucial in tomorrow’s world as they are today. Is this assumption valid? Or is this long term project proposing to create a solution to a problem which will cease to exist in a world driven and dominated by technological, rather than physical, connectivity.

In the post industrial world, work is becoming more knowledge based (2). This combined with increases in the quality and coverage of telecommunications has meant that working patterns have become more flexible both temporally and spatially (3). Employers are increasingly closing office space or reducing it and using practices such as ‘hot desking’ and providing employees with laptops or other mobile working devices as it is more cost effective (4). Furthermore, in April 2014, it came into UK law that companies must consider the flexible working requests of every employee (5). Research by the Trades Union Congress (TUC) suggests that in the past ten years the number of employees who normally work from home has increased by 20% (6). These changes are all pointing towards a future where work fits around the lifestyle of individuals, rather than the other way around.

Flexible working is beneficial for both employers and employees since individual workers are more productive at different times and in different places (7). In addition, it allows workers who previously would have lost significant amounts of their day travelling to spend more time with their families, or more time working which is beneficial to employers. This being said, it has been argued that for some important or large knowledge transfers person to person interaction is crucial (8). There are some employers who have reversed decisions on working from home such as Yahoo and Hewlitt-Packard who found the quality of work suffered (9).

This granted, in general, there is a growing trend for the separation of work from the traditional workplace. This suggests there will be less of a need for individuals to travel to their workplace as frequently and as technology develops further, concepts such as Augmented Reality could further this. This means the demand for High Speed Rail Travel for the purpose of commuting is likely to decline over time.

So when job creation through labour mobility is proposed as a significant benefit of HS2, with the potential to reduce the north south divide we need to question whether there will even be a need to travel large distances for work in the future. Perhaps instead of investing roughly £50bn in high speed rail (10), the government should be investing in technology and remote working hubs which will improve workers quality of life as well as their access to work, rather than their job prospects alone.

REFERENCE:

[1] Guirao, B, Campa, J, & Casado-Sanz, N (2018), 'Labour mobility between cities and metropolitan integration: The role of high speed rail commuting in Spain', Cities, ScienceDirect, EBSCOhost. Available from: http://0-eds.b.ebscohost.com.pugwash.lib.warwick.ac.uk/eds/detail/detail?vid=0&sid=1342edc5-20c5-40d5-be6d-c6e68c85bff9%40pdc-v-sessmgr01&bdata=JnNpdGU9ZWRzLWxpdmU%3d#AN=S0264275117312520&db=edselp [accessed 1 May 2018]

[2- 4,7,8] Hardill, I, & Green, A (2003), 'Remote working—altering the spatial contours of work and home in the new economy', New Technology, Work & Employment, 18, 3, p. 212, Business Source Complete, EBSCOhost. Available at: http://0-eds.b.ebscohost.com.pugwash.lib.warwick.ac.uk/eds/detail/detail?vid=0&sid=6c0be9c7-631f-465a-a602-aad250912802%40sessionmgr104&bdata=JnNpdGU9ZWRzLWxpdmU%3d#AN=10972589&db=bth [accessed 29 April 2018]

[5] GOV.UK. (2018). Flexible working. [online] Available at: https://www.gov.uk/flexible-working [Accessed 7 May 2018].

[6] Felstead, A. and Henseke, G. (2017), Assessing the growth of remote working and its consequences for effort, well‐being and work‐life balance. New Technology, Work and Employment, 32: 195-212. Available at: https://0-onlinelibrary-wiley-com.pugwash.lib.warwick.ac.uk/doi/full/10.1111/ntwe.12097 [accessed 3 May 2018)

[9] Felstead, A. and Henseke, G. (2017), Assessing the growth of remote working and its consequences for effort, well‐being and work‐life balance. New Technology, Work and Employment, 32: 195-212. Available at: http://0-eds.b.ebscohost.com.pugwash.lib.warwick.ac.uk/eds/detail/detail?vid=0&sid=469473b8-86f5-46eb-b70f 43ac59a35eda%40sessionmgr104&bdata=JnNpdGU9ZWRzLWxpdmU%3d#AN=126406313&db=bth [Accessed 28 April 2018)

[10] Handley, L. (2017). What is HS2 and how much will it cost?. [online] The Guardian. Available at: https://www.theguardian.com/public-leaders-network/2017/apr/28/what-is-hs2-and-how-much-will-it-cost [Accessed 2 May 2018].

Community Impact

One of the biggest issues regarding HS2, that many seem to be concerned about,

is the villages and communities it will destroy. The new high speed rail train will

be passing through many towns such as Burton Green, Mexborough, Berkswell,

Turweston, and Thorpe Mandeville just to name a few. Not only does this mean

that communities could be torn apart, and in the case of Burton Green, split

down the middle, but it also means those left in the community will find it

difficult to cope and if they do want to move on they will find it extremely tricky

to sell their property.

In its defence the government has made some efforts to compensate people

directly affected by HS2 with their various plans they have put into action. They

have an “Express purchase scheme”, this is where they buy houses directly

affected by HS2 at their ‘unblighted values’ (its original amount if HS2 were not

there). They also have set up a “Need to Sell Scheme”, this is where there is a

compelling reason to sell ones property but cannot due to HS2 plans. As pointed

out on the Gov.uk website a compelling reason might include “unemployment,

relocation for a new job or ill health”. They are also offering a “Homeowner

Payment Scheme” where they are offering compensation to people who live

within 300 metres of the line and depending on where you live you could get a

sum up to £22,500. [1]

In contrast however the applications for the government’s “exceptional hardship

scheme” has now been declared as closed. Without this there seems to be a lack

of acknowledgment that although ones property might not be demolished or

within 300 metres of the “Homeowner Payment Band” or although one may not

have an “compelling reason” there will still be huge affects on the people who

continue to live in their houses in the affected area. These people will not receive

any kind of compensation or any kind of aid in the selling of their house even

though ones sense of community life could be completely demolished.

Beyond the “Need to Sell” scheme the government makes little attempt to

differentiate between the different ways in which HS2 will affect people, in big

and small ways, and to what extent.

As a result homeowners in affected areas appear to be presented with a kind of

catch 22 situation. They could stay in their houses and deal with the effects of the

train including noise, building works and the sudden fracturing of the

community. Or as their alternative they can try and sell their houses even though

it would be extremely hard to sell it for the price they bought it for and even if

they do decide to continue to sell they will most probably make a significant loss

or not be able to sell it all. It looks like for many the decision has already been

made for them.

REFERENCE:

[1] Claim compensation if your property is affected by HS2: Need to Sell Scheme

https://www.gov.uk/claim-compensation- if-affected- by-hs2/need- to-sell-

scheme

Will construction of HS2 lead to irreversible wildlife impacts in Broadwater Lake?

High-speed rail may result in damaging costs to the wildlife.  Broadwater Lake is inhabited by many species, and the route from London to Birmingham across seven different Wildlife Trust areas threatens over 160 species.  It is an 80-hectare area, which is well known for the variety of wetland birds as well as wintering water birds such as gadwall, great crested grebe, shoveler, and tufted ducks. The construction will lead to disappearance of birds and other wildlife, altering their habitat.

           However, HS2 promises to make the construction and establishment of the train to be as green as possible. They also assure us that the birds and other wildlife will adapt to change, causing them to relocate and possibly come back after the construction has finished.

           Nevertheless, the woodland that may become home to HS2 rail is ancient forest, which is over hundreds of years old and home to many ecological species. This is devastating, because all 30 hectares of woodland would be affected. Even though HS2 authorities promise to follow through with biodiversity offsetting, it comes with many challenges. The greatest factor is that, there is no guarantee that the animals will inhabit the new location as well as they did with Broadwater Lake. Conversely, it diminishes natural resources, because they promise to replace every 5 hectares of woodland for 1 hectare lost. Except, the locals believe the ratio should be 30 hectares to [1]. Implementing biodiversity offsets is a long-term exercise. IUCN (2018), articulates that “Biodiversity offset schemes should be measurable and appropriately implemented, monitored, evaluated and enforced, and take full account of direct, indirect and cumulative impacts, geographically and over time.”

Additionally, the car park for the forest is a home for hedgehogs. Project experts want to transform the car park into a storage area, which will create a danger zone for the nearly extinct hedgehogs.

Many locals as well as the Herts and Middlesex Wildlife Trust, have opposed to the HS2. However, as the project is being developed, they are trying to ensure the best possible ecological output, minimizing the negative impacts. Safeguarding the net gains for biodiversity, with improving the scheme. This project will clearly bring loss and damage to wildlife, however many organizations are trying their best to mitigate the outcomes. In Colne Valley Regional Park Panel, Herts Wildlife Trust is working together with other Wildlife Trusts organizations to examine the development of the HS2 scheme as it proceeds into the construction stage. They will emphasize their concerns, and possible improvement opportunities towards ecological performance. These organizations are in contact with HS2 contractors to encourage the design of the bridge, with the aim of reducing wildlife impact [1].

Broadwater Lake Nature Reserve

REFERENCE:

[1] Herts Wildlife Trust (2018). HMWT talks about HS2 on BBC Inside Out | Herts and Middlesex Wildlife Trust. [online] Hertswildlifetrust.org.uk. Available at: http://www.hertswildlifetrust.org.uk/news/2017/01/23/hmwt-talks-about-hs2-bbc-inside-out [Accessed 29 Apr. 2018].

[2] IUCN (2018). Biodiversity offsets. [online] IUCN. Available at: https://www.iucn.org/resources/issues-briefs/biodiversity-offsets [Accessed 29 Apr. 2018].

Is there an Economic Case for HS2?

HS2 is viewed in many perspectives but why is it being created? Is the aim for profit or to create employment? 
HS2 through an economic lens can be seen in many lights. Firstly, the government is investing in the transport systems and this can create employment. Many Construction workers would be needed to help develop this project and thereby increasing the amount of jobs. As its developed, there would need to be maintenance of these trains, train inspectors, ticket employers and many more. This will give more individuals the opportunity to get a job as there will now be more options available. 
HS2 doesn’t stop there. It can further stimulate employment. Transportation is one of the determinants of economic development and HS2’s aim is to reduces the north-south divide. Thereby, it becomes a platform where those in Birmingham for example can work in any other part. For example, an individual may have the skills needed for a job in London but due to accommodation charges they may not be able to take the job because they can’t afford it. However; with HS2, they can still stay in Birmingham and pay for rent they can afford and go to London for their work. This benefits the individual because transportation will now become easier. According to the Department of Transport, it will be faster and will reduce drastically than current times.(2) Individuals will also have more potential job opportunities and those in small cities have easier access to larger cities for jobs and leisure.(3) However, it may also be much more expensive since its faster and more development has gone into it. It may also affect local firms because their labor supply would reduce because more individuals may seek jobs in the south instead. (3) 

On the other hand, it can also reduce employment. As HS2 is being built, buildings and homes are being torn down and when this occurs employees may lose their jobs and families will also lose their home. Therefore, even though it can be seen in a positive light, it also does damage. The real question is, how much of an economic impact does HS2 do overall? Will it create employment by a high percentage? It doesn’t really. According to the department of transport, it is an estimated increase by 16,000 jobs. (2) and also Using Cost-Benefit analysis may not be as accurate because it is highly uncertain and it depends on assumptions. A well renowned Professor named Thijssen says “His computations state quite clearly- don’t do it. His figures show that the probability that the conditions are going to be right in the next ten years is very, very low.” This portrays a message that though it may be beneficial, in the long run it will not work out as well. (1)

REFERENCE:

(1) University of York (2016). Has the Economic Case for HS2 Come Off the Rails? 

(2) Department for Transport (2013). The Economic Case for HS2. HS2 Ltd. October 2013. 

(3) Vickerman, R. (2017). Can High-Speed Rail Have a Transformative Effect on the Economy?, Transport Policy, 1-7.

Is HS2 Really Socially Sustainable?

One of the main points that proponents of HS2 made before its construction was that the new high speed train would help stimulate and increase employment of citizens in smaller cities, especially in Northern England. The HS2 was seen to be a transformative project that would promote social sustainability in England by allowing for more people to commute from smaller, more isolated cities to bigger financial hubs and increase the economic output of the UK. Current economic growth and improved technological advancements have already increased demands for travel, however, assessing how much benefit HS2 will actually deliver to the UK as a whole must be thoroughly analyzed, because current predictions may actually be misleading the public.

Firstly, there has been supplementary research conducted by Dr. Richard Wellings that is highlighting a growing skepticism around the overall financial benefit of HS2 for Northern England.  Dr. Wellings studied the relationship between high-speed rail and economic performance by analysing the UK’s first high speed rail, HS1, which goes from London to Kent (1). From 2010-2013, it was found that East Kent’s employment rate fell 5 percentage points more post introduction of HS1, which was significantly more than the 1.8 percent fall of overall national employment (1). HS1’s failure to bring about any sort of economic transformation to East Kent is an indication that new high speed rail project may not bring any “financial stability” to Northern England either. Another problem that occured with HS1 that is argued will similarly effect HS2 was that a portion of the smaller cities along the rail had citizens that were under qualified to take on the new high-ranking jobs in bigger cities, and many of the Northern cities along the HS1 line have similar socio-economic and educational backgrounds as those along the HS1 line. As a result, many of the people that have access to the new HS2 line will be unable to take advantage of the extra employment opportunities because of their lack of adequate skills for new employment opportunities.

Finally, assessing the possible negative impacts of job shifting needs to be addressed when thinking about HS2, especially because growing evidence has theorized that certain areas of the UK will actually suffer from higher rates of unemployment as a result of the new high speed train. In a recent report done by Greengauge Consultancy, it was concluded that job shifting to the Midlands and the North of England because of the delivery of HS2 would actually disproportionately disrupt the Welsh economy. Greengauge deduced that by 2040, Wales would have  21,000 less jobs, 0.04% lower annual growth, and average lower incomes of £600 a year (2).

In the end, assessing the overall social sustainability of HS2, comprising of whether or not Northerners will actually economically benefit from new high speed rail and assessing the higher risks of unemployment in Wales, are crucial elements in order to avoid investing excessive funds into a project that may actually harm the UK economy more than help it grow.

REFERENCES:

(1)  Hansard.parliament.uk. (2018). Economic Case for HS2 (Economic Affairs Committee Report) - Hansard Online. [online] Available at: https://hansard.parliament.uk/Lords/2015-09-16/debates/15091643000317/EconomicCaseForHS2(EconomicAffairsCommitteeReport) [Accessed 4 May 2018].

(2) Kelsey, C. (2018). Cardiff business group calls for high speed rail rethink. [online] walesonline. Available at: https://www.walesonline.co.uk/business/business-news/cardiff-business-group-calls-high-2037102 [Accessed 4 May 2018].

How have the public responded and who’s for and who’s against?

“This is a once- in- a- lifetime opportunity in every way” states the HS2 website. This quote is the first line on their “Why join HS2?” page and presents a convincing argument, as it goes on to speak about additional jobs, better quality of life, more opportunities and easier connections [1]. It is easy to see why so many people and politicians are fighting for it. However HS2 has left people completely divided and has provoked both strong support and public outrage.

As a result there have been protests, campaigns, and political debate into whether this project should continue.

On one hand there is public outrage over the project. Campaigns such as “Stop HS2” have sparked huge responses and protests. Their work has included fundraisers for the campaign, petitioning, protests, and some keen supporters even camped out under a digger to prevent tree felling! [2] One can see the ferocity of the campaign and the strong feelings to prevent this have lead to surprising and effective action against it. On their website they even provide the public with their own “Toolbox” on simple ways to help the campaign. These include tips such as writing to your local MP and councillors, print out posters and display them around your local area, organising public events along the HS2 route, setting up stalls, sharing things online and many more [3]. The small local protesters are having big effects, but it is not just them there are many more campaigns, companies and MP’s that have spoken out against HS2 such as HS2 Action Alliance, Woodland Trust, Conservative MP David Amess, Labour MP Alisdair Darling, even Church Care the Cathedral and Church building division have spoken about the HS2 and its potentially damaging effects. It is overwhelming to see the countless opinions that have been presented by such a wide range of people.

On the other hand with the protests have come lots of support for HS2. Some campaigns have even urged that they extend the line; 20 Miles More is a Liverpudlian campaign that is fighting for Phase b of HS2 to extend to Liverpool [4]. In addition to this there are various corporations that have invested in the scheme and think it will help their business such as Temple, which is an infrastructure and property consultancy focusing on environmentally sustainable transport. Think tanks such as IPPR North have vocalised their support for HS2 [5]. Again there are copious MPs who have supported the HS2 movement and carried through many bills and amendments in the Houses of Parliament with an overwhelming support of 399 MPs voting in favour of the third reading of the bill [6]. Once again we are presented with a wide array of arguments from a wide array of people.

HS2 has provoked some of the strongest reactions from both sides of the campaign line. It is remarkable to look at so many responses and exciting to see thousands of people vocalising their opinions. With strong cases and campaigns from both sides it will be interesting to see who will come out on top and how far the protesters can impose their influence.

REFERENCE: 

[1] Why Join HS2? - High Speed Two (HS2) Ltd http://careers.hs2.org.uk/about-hs2/why-join-hs2/

[2] Stop HS2 Protesters Camp Under Digger to Halt Tree Felling http://stophs2.org/news/17347-17347

[3] Ways you can help Stop HS2 http://stophs2.org/news/7221-ways-stop-hs2

[4] 20 Miles More - Campaigning to give Liverpool a dedicated HS2 link http://www.20milesmore.com/

[5] About IPPR https://www.ippr.org/about

[6] Major step forward for HS2 as almost 400 MPs back new line https://www.birminghampost.co.uk/news/regional-affairs/major-step-forward-hs2-400-11088358