Readers’ Platform
NB. Publication of a letter does not imply that the Editor or staff of The Railway Magazine necessarily agree with its contents.
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.
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