Abstract
A peripheral, or city-edge, location is relatively common for new HSR stations in small and medium-sized cities and less densely populated areas. In Spain, mainly as a result of local and regional pressure, only 9 of the 35 station (Desember 2015) with HSR services are peripherally located. This paper analyses the urban planning and development local strategies that have been undertaken around peripheral HSR stations in Spain. Peripherally located HSR stations cannot be analysed as a single typology because they respond to different territorial logics and have different characteristics. However, identifying different typologies helps to understand the characteristics and territorial functions that different stations perform. The second part of the paper analyses: the local planning and development strategies employed around HSR stations which are related to their territorial contexts; the specific characteristics of each station; and the different strategies employed by stakeholders. Governance seems a fundamental issue in the case of peripheral stations because they need coordinated actions to overcome the main challenges that they face, most of which are related to their territorial integration and external accessibility.
Highlights
The main vocation of High Speed Rail (HSR) is to unite the cores of the largest metropolitan poles based on its speed and transport efficiency [1]
New HSR stations had to be located along the line and this implied the creation of new peripheral, or city-edge, stations
We find two different examples in this category: Camp de Tarragona, which was created to serve a small metropolitan area with a population of approximately 400,000; and Villena, which is in an industrial, multi-nuclear, area with small neighbouring cities and is located in the northwest of Alicante province
Summary
The main vocation of High Speed Rail (HSR) is to unite the cores of the largest metropolitan poles based on its speed and transport efficiency [1]. Carmen Bellet economic impact that was originally forecasted This has had a cumulative effect because train operators are reluctant to add extra stops on high-speed lines, especially when the beginning to end timings are critical in order to compete with other modes of transport such as air travel. The second came with the recognition that over shorter distances, of up to 200 km, HSR could transform metropolitan labour markets and create new opportunities for commuting [8] This mixing of different types of traffic and services gave rise to certain problems, but it was able to offer new opportunities, for intermediate stops. In many cases, the choice of a location away from the nearest urban area and poor connectivity with the local transport network have coincided with modest volumes of rail traffic and services
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