Reimagining HS2: Rediscovering the Potential of Its Foundational Vision

High Speed 2 (HS2) is at a pivotal moment, and according to Dyan perry, Chair of the High Speed Rail Group, it’s time to refocus the project. The suggestion? A streamlined route from London Euston to Crewe that leverages insights gained during Phase 1.

With Phase 1 stretching from Old Oak Common to Birmingham now officially underway, new CEO Mark Wild is steering HS2 ltd through a much-needed refresh.Currently, around 31,000 jobs are tied to this initiative, with over three-quarters of tunneling completed and two-thirds of viaducts under construction.It feels like momentum is finally building after years of uncertainty.

However, while progress on Phase I continues apace, plans for subsequent phases—specifically the routes connecting West Midlands to Crewe and Old Oak Common to London Euston—have hit a snag.This might seem like a prudent financial move in the short term but taking such an approach could jeopardize long-term benefits. A partially finished railway could waste previous investments and lead taxpayers down a costly path.

The High Speed Rail Group has put forth six key recommendations aimed at maximizing HS2’s economic potential while acknowledging current budget constraints. Chief among these is the urgent need for re-scoping HS2 into an essential ‘Euston to Crewe’ segment—a non-negotiable part of its original vision that can drive economic growth by enhancing investment opportunities and creating jobs across the UK supply chain.

A recent report from the National Audit Office highlighted that by mid-2030s, capacity on the West Coast Main Line (WCML) will be stretched thin—if it hasn’t already reached its limits due to current demand pressures. Greater Manchester’s Mayor Andy Burnham has voiced similar concerns about how neglecting WCML capacity could stifle regional growth.HS2 was designed precisely as a solution for this issue; however, its benefits unfold gradually rather than instantly.

The good news? All necessary infrastructure for this core section has received parliamentary approval and most funding is secured—except for two critical components: first being the connection between West Midlands and Crewe which needs immediate attention before funding lapses; without it, HS2 won’t alleviate pressure on WCML effectively at its busiest points.

Euston station also plays an integral role in this equation. An initial design featuring six platforms would suffice initially while allowing room for future expansion as demand grows—a practical approach that doesn’t require extravagant spending but can still save up to 35%, possibly unlocking £3bn–£4bn in savings.

Yet justifying any additional expenditure remains challenging right now; thus finding innovative funding solutions becomes crucial. The HSRG suggests exploring concession models similar to those used with HS1 which could yield between £7·5bn and £10bn in value—a significant return on taxpayer investment!

This isn’t just theoretical; when constructing HS1 faced major hurdles including public opposition and cost overruns yet ultimately proved worthwhile when they sold a 30-year operational concession worth £2·1bn in late 2010—recovering one-third of construction costs! But here lies a caveat: without completing both Euston station upgrades along with West Midlands-Crewe connections—the potential revenue from any future concessions would likely drop substantially by billions!

Reassessing our original goals often uncovers fresh pathways forward! Remember: HS2 isn’t solely about speed—it’s about increasing capacity across regions while fostering connections among rural communities leading towards sustainable national prosperity!

Under Mark Wild’s guidance comes an opportunity not only realign with foundational values but also commit towards cohesive long-term strategies delivering railways fit for tomorrow’s needs! Now more than ever collaboration between government entities alongside industry stakeholders must happen if we want see HS2 back on track successfully delivered!