The UK government is exploring a new rail proposal, dubbed ‘HS2-light,’ as a solution to capacity issues.
- Originating from a comprehensive infrastructure review, this proposal aims to cut costs by 40% while improving speed and efficiency.
- The ‘HS2-light’ line would run between Birmingham and Crewe, allowing trains to move faster than on the West Coast mainline.
- It seeks to address the capacity crunch expected once the HS2 becomes operational in the 2030s.
- This proposal could receive backing after the spring spending review, supported by potential fiscal rule changes.
The UK government’s consideration of the ‘HS2-light’ line is driven by an urgent need to enhance rail capacity between Birmingham and Manchester without incurring the full costs of the original HS2 plan. With rail capacity expected to shrink by 17% on the West Coast mainline upon HS2’s completion, this solution is deemed necessary by officials.
The proposed ‘HS2-light’ line aims to construct a new section between Birmingham and Crewe. By allowing trains to run faster than those on the existing West Coast line but slower than the planned HS2, this proposal could potentially reduce costs by up to 40%. This initiative addresses both financial constraints and infrastructural demands, as highlighted by the National Audit Office’s forecasts.
Transport Secretary Louise Haigh recently assured that HS2 would now terminate at London’s Euston station instead of Old Oak Common, reaffirming the need for prudent modifications like ‘HS2-light.’ Senior government sources indicate that the proposal aligns with fiscal policies to be announced in Rachel Reeves’ next budget, potentially enabling the project to advance post the upcoming three-year spending review.
Key stakeholders, including Labour mayors Andy Burnham and Richard Parker, have expressed support, stressing the importance of this line for the Midlands and northern England. Their advocacy aligns with a report by Sir David Higgins, which proposes a line connecting Lichfield in Staffordshire to High Legh in Cheshire, with extensional links to the Northern Powerhouse Rail.
Chief executive of the Northern Powerhouse Partnership, Henri Murison, underscored the urgency of the situation by stating, ‘A solution which connects the north and Birmingham with a new line will also link Leeds and the northeast.’ Such strong endorsements highlight the perceived necessity of the new line as the only viable resolution to the anticipated capacity challenges.
Senior figures within the government acknowledge the need for decisive action. One government source candidly remarked, ‘There is a realisation in government that what they’ve got at the moment is a complete dog’s breakfast and that something needs to be done.’ This sentiment captures the prevailing urgency and the commitment to rethinking infrastructure strategies as part of an overarching movement to improve the UK’s railways.
The final decision on the ‘HS2-light’ line awaits as ministers deliberate the best course for the UK’s future rail infrastructure.
