On high-speed matters
HS2 has been so emasculated that it can no longer be regarded as a separate highspeed railway.The only sensible way forward is to redesign it to become what it should always have been: a by-pass of the southern part of theWest Coast Main Line.
This would allow Class 390 ‘Pendolino’trains to operate via the new line (at their maximum speed of 140mph, 225kph) before rejoining the existing WCML at Handsacre, near Lichfield.
The HS2 new-build trains would then be used only on the London to Birmingham section.This would overcome the anomaly highlighted by ‘Industry Update’(RM November issue) where HS2 non-tilting trains would be limited to 110mph north of Handsacre.
To properly integrate HS2 into theWCML operation would then need: a Stafford by-pass line from south of Colwich to north of Norton Bridge to alleviate the Shugborough bottleneck; a link between HS2 and theWCML in the Washwood Heath area to allow HS2 trains to go into Birmingham New Street and beyond; a more sensible maximum HS2 linespeed of 186mph (300kph); a reduced fleet of HS2 trains; and HS2 to the surface at Queen’s Park to run over theWCML fast lines from there to Euston.
Tim Stevens, Peterborough
THE most relevant point among the indignation about HS2 in the November 2023 issue was how the costs of this project have become totally out of hand.
When that happens, something drastic has to be done and the inability of the taxpayer to give those running this project a blank cheque leads to the inevitable decision.
Those who lament the lack of potential opportunities for expanding the economies of the North, but who have no evidence to back this up, would do well to consider the outrageous claims made for the benefits which would be brought to the South East of England by HS1.
What has happened there has been an explosion of house building, but very little economic benefit, as Eurostar has not stopped there (or at Ebbsfleet International) for the last couple of years and sees no reason so to do in the immediate future.
Surely the vast majority of train users in the North would be better served by hugely improving the train services in that region, than have the cost of doing that thrown at a line that would offer a quicker connection to London, benefiting many fewer travellers?