The Track11 High Speed 2 plan is a variant of High Speed 2 designed to bring greater benefits sooner while avoiding the most environmentally sensitive parts of the route.

This plan is complementary to the Track11 Airport expansion Plan. Though neither plan is actually contingent on the other, there are some shared elements, and together they can form the basis of an integrated transport plan for the entire nation.

Unlike the High Speed UK plan, which is based on a completely different route, the Track11 HS2 plan is, for most of its length, exactly the same as the official HS2 plan (developed by HS2 Ltd and its precursors); it only differs when there is a clear advantage to doing so. However although Track11 rejects HSUK's solution, Track11 has accepted and responded to HSUK's criticism of HS2.

The first phase of the Track11 High Speed 2 plan differs from the official High Speed 2 plan in four very important (but related) ways:

• The official High Speed 2 plan eats into the benefits of high speeds by having every single train stop at Old Oak Common; the Track11 High Speed 2 plan does not feature an Old Oak Common stop as the costs of detouring to Old Oak Common would greatly outweigh the benefits.

• The Track11 HS2 line would avoid the controversial route through the Chilterns.

•  The official High Speed 2 plan runs right into London from the start. The Track11 plan initially uses the West Coast Main Line between Euston and Tring, as it recognises that the WCML does still have some spare capacity, and because High Speed 2 will serve the same market as the WCML, freeing up WCML capacity is not a priority. Importantly, this decision means that the Track11 HS2 line could be operational sooner, and more resources could be devoted to other railway improvements in London unrelated to HS2.

• The official High Speed 2 plan allows the objective of serving Heathrow to distort its plans for the line into London; the Track11 plan recognises that Heathrow and Central London are different destinations best served in different ways, and that HS2 construction would be a great opportunity to link Heathrow and Gatwick.

Some of the lines on this web page were derived from KML data that has been generated by www.thehs2.com. The KML uses data which was obtained from a shape file provided by the Department for Transport and released with an Open Government Licence.

Key to Map

HS2 stages are depicted according to heading colour, which generally runs from orange-red through purple and blue to aqua in rough order of construction. Stations on the high speed line are shown in white.

New bored tunnels are shown in black and new green tunnels (cut and cover tunnels constructed for environmental reasons) in bright green.

Where the stage involves existing lines, they are shown in grey. New conventional lines used by Aiport Link trains are shown in pink, other new passenger lines in light orange, and new freight lines in light green.

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The Objectives

• To avoid the need to construct a new high speed railway across the Chilterns
• To enable the easiest to construct section of HS2 to open sooner

The Route

From Tring station the line would run in cutting adjacent to the WCML, crossing under the WCML adjacent to the northern end of the Pitstone Quarry SSSI as it transitions to a 7km radius curve westwards. Crossing under the Lower Icknield Way (possibly in green tunnel, but a cutting may suffice) it would emerge onto a viaduct to cross the Grand Union Canal and the adjacent valley. A short green tunnel would be used to minimize erosion and visual impact around Southend Hill. After crossing over Long Marston Road (which would be lowered slightly) the line would run to the north of the buildings of Betlow Farm, then between those of Broadmead Farm and Alnwick Farm. There would be a short tunnel just south of Wingrave; due to the presence of a Pond near Tring Road, a bored tunnel is likely to be the best option.

North of Rowsham the line would be in cutting, and would go under the A418. Between Rowsham and Weedon the line would transition to a 7km radius curve in the other direction. The A413 would be lowered to enable the line to bridge it north of the Fields Farm buildings. Crossing the northern end of an island in a minor tributary of the Thame, the line would continue, mostly on viaduct, across the road, another minor watercourse, and the Great Central line, reaching ground level near the Lower Blackgrove Farm buildings. Crossing under Midshires Way, the line would remain in cutting until west of Lapstone House. Passing on the northern side of the sewage works, it would join stage B just west of Quainton Road.

Operations

Stages A and B would open together; they are described separately because of their very different origins (stage A being entirely the work of Track11, while stage B is mostly the work of HS2 Ltd and its precursors).

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The Objectives

• Faster services between London and Birmingham

The Route

As with HS2 Ltd's route, but joining the Aylesbury Vale line at Quainton and the WCML at Berkswell.

Some minor changes between Quainton and Turweston may be needed to accommodate the restoration and reduplication of the Great Central line.

Operations

The completion of stages A and B would immediately cut journey times between London and Birmingham New Street to under an hour.

High speed trains from Euston would share the fast tracks of the WCML as far as Tring. From Tring to Quainton a new high speed line (stage A) would take them across Aylesbury Vale to meet Stage B (the section of HS2 between Quainton and Berkswell) before rejoining the WCML (Birmingham branch).

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The Objectives

• To make airport access more convenient for many more people
• To make inter airport transfers more convenient
• To enable airside inter airport transfers by rail
• To gain the connectivity benefits of expanding Heathrow without building another Heathrow runway
• To subsequently link up with more airports and cities via High Speed 2
• To enable freight trains from the Channel Tunnel to bypass London
• To construct a continental loading gauge route for freight

The Route

The Heathrow station would be at Terminal 5 (both because that's where demand is highest and because it's easiest to access) but there would be good links with free trains (and buses and eventually trams) to other terminals. Ideally the station would be located either under the terminal itself or between the terminal and the car park. If this is not possible or affordable, an alternative location is immediately west of the car park, but that would not be so conducive to airside train services.

The line would follow the M25 from south of junction 14 to near Cobham services. Along the route of the M25 it is more likely that the railway will go on the eastern side, although Track11 has not investigated that in detail (see note).

There would be a station at Byfleet to interchange with the existing Byfleet and New Haw station on the South West Main Line. To improve interchange the existing platforms would be extended on the western side and truncated on the eastern side.

After diverging from the M25 at Cobham the line would skirt the southern edge of Down Wood, crossing the stream on a viaduct before going into a green tunnel south of Spring Meadow Wood. Emerging east of Bookham Lodge it would start to veer south at Slyfield Farm, then after crossing the island near River Lane, it would cross the river south of the cemetery, and go into tunnel near the north west corner of the Mole Business Park. Alternatively if that route is too disruptive, it could instead continue east from Slyfield Farm, crossing the River Mole near the sewage works and running in tunnel under Randalls Road. Either way there would be an underground station at Leatherhead, to interchange with the existing elevated station. The line would stay in tunnel for another 7km under the North Downs to Betchworth, emerging near Pebble Hill Road. There would be ventilation shafts near the B2033 (Reigate Road) and Lodgebottom Road.

From Betchworth the line would join the existing railway currently used by the Reading to Gatwick service. It would use the existing Reigate station. A new curve at Redhill would link it to the existing main line to Gatwick, and a new link would also be constructed towards Nutfield to enable the line to be used by freight trains to and from the Channel Tunnel. At the other end of the line, instead of running to Heathrow itself the freight line would use the existing disused line to a new freight terminal at Poyle or Colnbrook.

The parts of the line used by freight trains would be built to the continental GC loading gauge.

For Heathrow to Gatwick trains, use of the existing line via Reigate may eventually be superseded by a more direct railway from Betchworth to Gatwick, particularly if another Gatwick runway is constructed.

NOTE:

Where the line follows the M25, its depiction on the map is diagrammatic and not intended to be taken as a recommended alignment. Some work to determine a suitable alignment along the M25 corridor has previously been done by the Central Railway company, but Track11 does not currently have access to the results.

Operations

A train would connect the airports (with three intermediate stops) every 15 minutes during airport operating hours.
The section from Redhill to north of Staines would become part of the main freight route to and from the Channel Tunnel.

To provide airside train services, a section at the southern end of each train would be locked off from the rest. A separate platform section with platform edge doors would be linked to the airside area of the airport. The doors of that section would require two different release signals to open: one each being provided by the platform edge doors and the driver, and also one from the guard in an emergency.

Also at the southern end of the train, between the airside section and the driver's cab, would be a cargo section to accommodate inter-airport luggage. Rather than carrying it loose, unit load devices would be used to enable rapid loading and unloading.

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The Objectives

• To provide a large capacity terminus both for high speed trains and other Intercity trains
• To maximize opportunities for interchange with the high speed line
• To properly cater for Birmingham's future transport needs

The Station

As well as the six terminating (high speed) platforms, eight platforms would be constructed on the line to New Street. Because these would be at a much lower elevation than the high speed platforms, the high speed platforms could extend above them if necessary. However to avoid diminishing the ambiance of the station, Track11 recommends locating the high speed platforms slightly further north (adjacent to the old Curzon Street station building).

The terminating platforms would be designed to be easily upgradable to accommodate double decker trains and also very long trains.

All railway junctions to the east of Curzon Street station would be grade separated. In addition to the connections to the Birmingham International line (for initial operation) and the main HS2 line, provision should be made for portals to enable eventual construction of cutoff tunnels in the southeast and north directions to reduce distance and journey time. It is also suggested that an alignment be reserved so that a pair of high speed tunnels can be constructed to extend the line beyond Birmingham if and when the demand eventuates.

Provision would be made in the station design for future tunnels (for local trains) on a north-south axis.

Moor Street station would also be incorporated into Curzon Street station.

Operations

High speed trains would terminate at Curzon Street station.
All trains that currently stop at New Street would stop at Curzon Street.
Services from the west that currently terminate at New Street would be extended.
All local trains on the New Street lines would stop at both New Street and Curzon Street.
Whether long distance trains continue to stop at New Street as well as Curzon Street is a matter for the train operating companies, but it is likely that many would initially but few would eventually.

Though Moor Street station would be incorporated into Curzon Street station, its services would not be directly affected.

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The Objectives

• To construct a faster link with London
• To increase capacity
• To speed up WCML services when capacity permits.

The Route

A tunnel would link Euston with the six track section of the Midland Main Line west of West Hampstead station, from where the high speed line would take over two of the tracks. Any through running from HS2 to HS1 would use the MML between West Hampstead and Barnsbury.

From near Hendon station the line would diverge from the MML (on a 2.5km radius curve requiring a speed limit of 225km/h) and cross the north end of Wilberforce Road. It would cross over Silk Stream to reach a tunnel portal in The Hyde, from where the line would run underground to Watford. It would surface between the WCML and Waterfields Way, which may have to be realigned slightly. From there it would run along the western side (on a 6km radius curve) to between Radlett Road and Reeds Walk.

The line would follow the WCML through Watford Junction station. The preferred way of doing so would be to rebuild Watford Junction station with the slow lines on the outside (with platform faces on both sides of the Down Slow), the fast lines between them (with cross platform interchange) and the high speed lines between those (with no platforms). Cross platform interchange would be especially valuable if the trains on the slow lines could be routed onto Crossrail. An alternative would be to keep the station unaltered and have the high speed lines elevated on the eastern side. The disadvantage of doing it that way (apart from the inconvenience to passengers changing trains) is that it would be more difficult to connect the high speed line to the WCML fast lines. Either way some tracks would have to run north of the heritage listed Old Station House unless it is relocated.

NOTE:

Variations on this route are possible; for instance if the disruption at Hendon is deemed unacceptable, an alternative is to lengthen the tunnel to go under Silk Stream rather than over, and locate the southern portal near the North Circular. Another option that must be considered is to not run via the MML at all, and instead have a single pair of tunnels all the way from Camden Town to Watford. Although this would be more expensive, it would also be faster.

Operations

All high speed trains to and from London would use this section.

To get the most value from this route, the ability for conventional Intercity trains to use it is initially very important – were they not able to, this section would be a lower priority than the Berkhamsted bypass tunnel, Hemel Hempstead section bypass and Watford North Third track pair (stages G, L and N). But as the high speed line is extended and demand increases, the opportunities for conventional trains to use it would diminish until sufficient paths would only be available late at night.

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The Objectives

• To provide sufficient terminal space for HS2 trains when needed, as well as conventional WCML services

The Station

Rather than requiring an immediate complete rebuild of the station and surrounds, Track11 takes the view that although nothing should be done that precludes the eventual rebuilding of Euston station, greater priority should be given to making the existing infrastructure more productive. Rather than devoting a significant amount of valuable station space to local services, most of the outer suburban services could be diverted onto Crossrail, and the DC lines diverted underground (possibly forming the basis of a new Tube line).

Any eventual rebuild must take into account future infrastructure needs, including multiple Tube and Crossrail lines and even an east–west high speed line (to relieve the Great Western and South Western main lines).

Despite its high starting priority, being a long process with a pace dependent on demand, this stage may be one of the last to be completed.

Operations

The process would commence when outer suburban services are diverted onto Crossrail.

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Although this is a high speed section it would not be built to full high speed standards because all the trains using it would stop at Birmingham International, and stage P will eventually enable nonstop trains to bypass this section.

The Objectives

• To increase WCML capacity

The Route

Following the existing railway (the WCML Birmingham branch) from Berkswell to north of Hampton in Arden. This would mostly be achieved by adding a new air of high speed tracks on the southern side, although to reduce its impact on sensitive areas including the River Blyth SSSI and Hampton in Arden itself, parts of the existing line would be shifted northeastwards first.

Operations

Initially all high speed trains would use this section.

All trains using this section would stop at Birmingham International.

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The Objectives

• To extend the high speed section from north of Tring to south of Berkhamsted

The Route

Along the northeastern side of the railway from the end of the initial high speed line to Tring station, then curving eastwards past the southwestern end of the Stool Baulk ancient monument before going into tunnel. It would emerge in the field next to the railway between Ivy House Lane and Bullbeggars Lane, from where it would initially curve to join the WCML (though a later stage would see it bridge the WCML and Grand Union Canal.

Due to the topography (being in a valley that crosses over the tunnel's path) some of the sports grounds west of New Road (Berkhamsted) would be disrupted during construction. The proposed solution is to raise the ground level there and make a green tunnel.

This stage runs through the Chilterns Area of Outstanding Natural Beauty. However as most of this stage would be in tunnel, the encroachment would be minimal and very near the existing railway.

Operations

All high speed trains to and from London would use this section.

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Although this is a high speed section it would not be built to full high speed standards because all the trains using it would stop at Birmingham International, and stage P will eventually enable nonstop trains to bypass this section.

The Objectives

• To serve Birmingham Airport and the National Exhibition Centre
• To provide a good interchange with existing rail services

The Route

Between Hampton in Arden and the M42, the line would diverge from the WCML and run to Birmingham Airport alongside (and partly above) Bickenhill Lane. The south end of the station would be near the Vanguard Road / Airport Way roundabout, and the terminal would be extended to it to enable direct airside train services. The north end would be between the people mover (which it would cross above) and the existing railway. To improve interchange it is suggested the existing station be extended northwestward about 50m. An intermediate stop would be added to the people mover to better link the high speed station with the arrivals and departures areas. People could also use it to connect between high speed and conventional trains, though they may find it quicker to walk.

It would continue northwards alongside Bickenhill Lane, then continue north requiring a small amount of property demolition near Blackfirs Lane (though if that is too controversial then there does not appear to be a technical reason why a tunnel could not be used instead). The line would skirt the western edge of Birmingham Business Park before rejoining the official HS2 route near the M6.

Operations

On its own this stage would not enable any new services. But in combination with the Heathrow Link (new conventional line 2) it would give Birmingham airport airside and landside rail links with both Heathrow and Gatwick, as well as good connections with other train services. In combination with stage J it would enable high speed trains to reach Birmingham Curzon Street without having to share the Birmingham branch of the WCML. In combination with stage K it would link the high speed trains with the WCML in the Trent Valley. And in combination with stage M it would enable high speed services to East Midlands Airport and through to destinations on the MML.

NOTE:

An alternative option is to cross over to the northeastern side of the WCML Birmingham branch and extend the four track section to the existing Birmingham International station, which would be extended southeastwards. However this would require more complicated arrangements for an airside connection to the airport, and the connecton to Stage H would require more extensive earthworks and building demolition.

The other alternative (from HS2 Ltd's plan) of having the Birmingham Airport station on the bypass line was rejected by Track11 because it would not give sufficiently good interchange with the existing railway.

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The Objectives

• To link Gatwick and Heathrow airports with Birmingham International (and beyond) via HS2
• To make airport access more convenient for many more people
• To enable airside inter airport transfers by rail

The Route

The route for this section is based on the Central Railway plan. A railway (built to continental loading gauge but not designed for very high speeds) would run from Heathrow Airport (with a branch from the nearby freight terminal) alongside the M25 to near the junction with the M40 (see note), after which it would tunnel to the High Wycombe line (which would be electrified and enlarged). The trains would not stop anywhere on that line except High Wycombe itself, so overtaking facilities would need to be provided, and ultimately it is envisaged the High Wycombe line would be four tracked.

Using the (currently closed) Great Central route via Wotton, it would join the existing line (which would be reduplicated) alongside HS2 to Calvert station, where extra platforms would be added (though not on the high speed lines). Calvert junction would be upgraded, to link Calvert station with the north and west as well as the east. North of Calvert junction there would be an accelerating line on the western side of HS2 to allow Airport Link trains to reach high speeds before joining it. Similarly there would be a decelrating line on the eastern side of HS2 to allow Airport Link trains to leave it at high speeds. Despite high speed trains not being able to accelerate as fast as they can brake (due to aerodynamic factors as well as braking technology) the decelerating line would be longer as it would be designed to accommodate the Airport Link trains coming to a complete halt from full speed. Northbound line capacity would be at less of a premium than southbound line capacity, as apart from Airport Link trains, the trains would all be from a single origin with the ability to consistently start each train less than two minutes after the previous one. Therefore there would be less need to join the high speed line at full speed.

NOTE:

Where the line follows the M25 and tunnels under Gerrards Cross its depiction on the map is diagrammatic and not intended to be taken as a recommended alignment. Some work to determine a suitable alignment along the M25 corridor and a tunnelled route to link with the Chiltern line has previously been done by the Central Railway company, but Track11 does not currently have access to the results.

Operations

The service to from Heathrow to Birmingham International (and beyond) would be an extension of the Gatwick to Heathrow service.
Between Heathrow and Birmingham Airport there would be two intermediate stops: High Wycombe and Calvert. The purpose of the Calvert station would be to provide an interchange with Oxford-Milton Keynes-Bedford (and eventually Cambridge) trains (which would be diverted there), as well as London to Aylesbury trains (which would be extended to terminate there).

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The Objectives

• To provide a high speed route into Birmingham from the South
• To enable high speed trains to run from Birmingham to the North.

The Route

Between Coleshill and Birmingham Curzon Street the line would be constructed as per the official HS2 plan, though provision would also be made for tunnels to accommodate a more direct link should one ever be required.

Operations

This section is intended to be used by all high speed trains to and from Birmingham, although some of the hgih speed trains linking London and Birmingham may continue to use the WCML Birmingham branch until stage P opens.

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The Objectives

• To enable HS2 services to replace some longer distance WCML services
• To avoid the destruction of the ancient woodland near Rileyhill

The Route

From Coleshill to Lichfield as per the official HS2 plan, then a 2km radius curve to join the WCML just east of Lichfield Trent Valley station.

Grade separation of the junction with the WCML would require minor realignment of the WCML (probably including part of the Lichfield Trent Valley platform) and realignment of Burton Old Road. It would also need to cut through the embankment of the A38.

Operations

All western branch high speed trains would use this section.

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The Objectives

• To extend the high speed section from north of Tring to south of Berkhamsted

The Route

From the southern end of the Berkhamsted bypass tunnel, crossing the railway, Bullbeggars Lane, the Grand Union Canal/River Bulbourne and London Road on viaduct before going into cutting. Crossing the A41 near Upper Bourne End Lane before going into tunnel. Emerging near Clapgate Farm and onto a viaduct crossing over Watford Road and the M25 on the northern side of junction 20. Passing on the western side of North Grove Lock, the line would cross the Grand Union Canal/River Gade just north of the Bridge Road Water Works pumping station before converging with the WCML at Hunton Brigde.

NOTE:

if more capacity is urgently needed, an alternative way of providing it would be to add another pair of tracks to the WCML through Kings Langley, Apsley and Hemel Hempstead. Though this would not enable high speed running (so would delay rather than eliminate the need for a bypass tunnel) this would be cheaper and as it would not require a tunnel boring machine, it could be done in parallel with more other work, enabling complete separation of high speed and WCML trains sooner.

Operations

All high speed trains to and from London would use this section.

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The Objectives

• To enable freight trains from Colnbrook/Poyle and the Channel Tunnel to reach DIRFT

The Route

Along the Great Central route from Calvert Junction to Newton Purcell, then alongside HS2 to Turweston. Straight to Helmdon on a new route (as the original GCR corridor from Brackley to Helmdon has been assigned SSSI status).

Operations

It should be noted that the Central Railway consortium did not regard a link to DIRFT as important, declaring it "too small". But Track11 recognises that it makes sense to start small and expand as demand increases. If DIRFT becomes inadequate, it could be supplemented by a new freight terminal in the Barby/Willoughby area.

As well as freight from the Channel Tunnel, the line would also carry some freight to and from the Oxford to Bedford line.

The line would be designed for freight, and for most of its length it is not envisaged that passenger services would use it. However at the southern end (adjacent to HS2) there is the option of using it to extend Aylesbury line services to Brackley, or possibly even Banbury via Brackley (lower) and Farthinghoe.

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The Objectives

• To allow electric trains to run on the Midland Main Line
• To reduce running costs
• To enable Thameslink trains to run further
• To enable through running of HS2 services onto the MML once the line reaches East Midlands Parkway

The Route

Bedford to Sheffield and Meadowhall, including Derby and Nottingham routes.
Kettering to Oakham
Meadowhall to Doncaster via Rotherham
Meadowhall to Leeds via Barnsley and Wakefield Kirkgate

Operations

There would be a slight reduction in journey times due to the better performance of electric trains. That, plus the Sparks Effect and the lower running costs would make it viable to significantly increase the service frequency.

As the Thameslink service would no longer be confined to the section south of Bedford, it could be extended to destinations such as Corby.

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The Objectives

• To enable high speed services from Birmingham to Nottingham, and airport link services (from Gatwick and Heathrow) to Derby and beyond
• After high speed line capacity is increased, to also accommodate high speed trains from London
• To enable EMA passengers to make airside inter airport transfers by rail to BHX, LHR and LGW

The Route

Before crossing the M1 at Kegworth, the line would be very similar to the southernmost part of the eastern branch of the official HS2 plan, but a station at East Midlands Airport would be included, as the official excuse for not including one (the airport isn't used much at present) is not valid for a railway that's built to serve future needs.

After crossing the M1 near Kegworth, the line would diverge eastwards from the high speed route, then curve northwards (at 2km radius) to East Midlands Parkway station and the MML.

East Midlands Airport Station

Depiction on EMA station on this map is not intended to represent the final design. The design of East Midlands Airport station would be done in consultation with the airport's owners, and would depend on what they wanted (and were willing to pay for). But the basic features include platforms on the high speed lines (including special airside platform sections for airside train sections), ULD freight handling facilities (for luggage), an airside connection to the terminal and a landside connection to the terminal. One possible way of accomplishing this involves rebuilding parts of the terminal nearer (or even on top of) the station. If this is not done by the time it opens, a covered link to the existing terminal buildings would be needed.

A complication is that unlike Birmingham and Manchester airports, where the terminals are north of the runways, the EMA terminal is south of its runway. Because of this, the southern end of the station (where the airside passenger and luggage handling facilities would be) is further away from the terminal than the rest of the station is. One way of addressing that is to use travelators; another is to extend the station northwards under the apron so passengers wouldn't have so far to walk.

So as not to consume too much line capacity, the platforms would be on sidings connected at each end and a pair of platformless tracks through the middle would enable non stop high speed trains to overtake stopped ones. Because of this, the station would be built in a box cut instead of a tunnel, though a tunnel would still be needed for the line to cross under the runway. It is possible that a tunnel may also be the best option for crossing under the A453 (Ashby Road) southwest of the station.

East Midlands Parkway Station

High speed trains would use new pair of platforms (south of the existing car park) on a straight section between the existing platforms and the island in the River Soar. The straight section would extend onto the island so as to limit complications if the station ever needs to be extended. However it is unlikely the station will need to be extended in the forseeable future because (apart from the Airport Link trains with an airside section which passengers would only board and alight from at airport stations) train length at this station would be constrained by the length of exisiting stations on the MML.

At the north end of the station, a 400m radius curve would connect the high speed line to the Midland Main Line.

The station car park would need to be enlarged, and the roads to it and the river would need to be realigned.

Operations

Trains from Birmingham would run to Nottingham via East Midlands Airport and East Midlands Parkway.
Airport Link trains from Birmingham International would run to Derby via East Midlands Airport and East Midlands Parkway.

Once HST stage N opens, trains from London would run to Sheffield via East Midlands Airport, East Midlands Parkway, Derby and Chesterfield. Some may continue on to Leeds via Barnsley and Wakefield Kirkgate.

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The Objectives

• To greatly increase capacity on the high speed line
• To enable high speed running between Watford and Tring

The Route

Adjacent to the existing tracks (preferably between the track pairs at the south end). The high speed tunnel would extend further south than the existing Watford Tunnels and be at a lower elevation so that the line could cross beneath the existing western tunnel.

Operations

This section would complete the high speed line between London and Birmingham International so high speed trains would no longer be constrained by WCML operations. This would enable many more high speed trains to run to London, enabling high speed services between London and the East Midlands. It would also release a lot of capacity on the WCML.

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The Objectives

• To take advantage of freed up WCML capacity
• To simplify MML services
• To provide more people with an alternative to using the M1

The Route

Mostly alongside the M1 and on the old Great Central trackbed, with a station at Lutterworth. Joining the Birmingham to Leicester line between the M1 and the former Great Central.

Operations

Taking advantage of WCML capacity freed up by HS2, a regular (probably half hourly) Intercity service would operate from Euston to Leicester, stopping at Watford Junction, Milton Keynes Central, Northampton and Lutterworth. These may continue along the MML to destinations such as Derby, Nottingham and Sheffield.

Freight from DIRFT (and from Poyle/Colnbrook and the Channel Tunnel) would also use this line to access the MML so it is recommended the line be constructed to GC loading gauge to avoid the need for a more expensive upgrade in future.

It is envisaged that the railfreight network north of Leicester will be similar to the HSUK plan. However Track11 has not examined in detail what route the freight would take beyond Leicester as it would be of little relevance to HS2 operations.

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The Objectives

• To enable trains from London to Birmingham and The North to save time by bypassing Birmingham Airport

The Route

From Berkswell to Coleshill as per the official HS2 plan, but without a station.

Operations

All high speed trains linking London and Birmingham would use this section, as would most of the longer distance services to and from London.
After this stage opens, all London to Birmingham trains would run via Coleshill. As the line would then be continental loading gauge all the way from London to Birmingham, double decker trains could be used for the service linking Britain's two largest cities.

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The Objectives

• To reduce journey times to destinations including Manchester, Liverpool, Glasgow and Edinburgh
• To increase capacity by separating high speed services from normal WCML services south of Crewe

The Route

As per the official HS2 plan as far as Basford, but staying on the surface to Crewe station.

Crewe station would be rebuilt with the high speed tracks running straight through the middle, with sufficient clearances for them not to have to slow down. Adjacent to that on each side would be a track with a platform for high speed trains to stop. More tracks each side would accommodate other trains. It is suggested that each of these tracks have a platform face on each side to make interchange more convenient.

The junctions both north and south of the station would be fully grade separated, with the Chester and Shrewsbury lines crossing over the WCML and high speed lines, and the Wilmslow and Stoke lines crossing under.

Operations

Nearly all western branch high speed trains would use this section, the exceptions being those that serve Stafford or Stoke which would continue to use the connection to the WCML at Lichfield.

NOTE:

Being one of the longest sections, this stage could be split in two if necessary, connecting with the WCML where the line crosses it south of Madeley. However as this stage involves little tunnelling and has a very large potential workforce within commuting distance, there is unlikely to be much reason to do so.

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The Objectives

• To reduce journey times between Yorkshire and London/Birmingham

The Route

Similar to the official HS2 route. A 4km radius curve at Worsbrough would link the high speed line with the existing railway.

Toton Station

Although the East Midlands Hub station would still be included on the high speed line, its imprtance would be diminsihed because of the trains leaving the high speed line to directly serve Nottingham, Derby and East Midlands Parkway, and the high speed line would also have a station at East Midlands Airport. Hence the grandiose name “East Midlands Hub” would be inappropriate; instead the name “Toton” is used in the Track11 plan.

But despite not being the main hub for the East Midlands, Toton station would have a significant catchment area for trains to London and Birmingham, and a bigger catchment area for trains to northern England, especially after the later stages open.

The station would be served directly by Nottingham trams. The main vehicular access would be via a pair of parallel roads to Brian Clough Way (the A52); there would also be access via Bessell Lane. Additional pedestrian access to the east and west would be provided at the southern end of the station.

Sheffield Meadowhall Station

On the high speed lines, this would be constructed as per HS2 Ltd's plans. But some changes would be made on the conventional lines to improve interchange, including realignment of the Barnsley lines.

Operations

Leeds would gain nonstop services to London via HS2 as well as services stopping at East Midlands Airport, Toton, Meadowhall, Barnsley and Wakefield (Kirkgate). It would also have HS2 services to Birmingham.

High speed trains to Sheffield via Derby would terminate there instead of continuing to Leeds.

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The Objectives

• To serve Manchester Airport
• To enable faster services to Manchester

The Route

Through northern Crewe this stage would run alongside the WCML then use a tunnel to the eastern pair of tracks (although as high speed tunnels are expensive, consideration should be given to putting the WCML tracks in tunnel instead). It would then follow HS2 Ltd's route as far as the junction at High Leigh but would closely follow the M56 eastwards from junction 7 instead of curving south. Continuing eastwards when the M56 curves northwards to junction 6, it would tunnel under the airport to serve the terminals directly (and interchanging with the existing railway station) before connecting with the existing railway line.

Manchester Airport station

The station would be a subsurface station, adjacent to (and partly under) the existing Manchester airport station, giving good interchange with local buses, trams and trains as well as direct access to the airport.

Like at East Midlands Airport, the Manchester Airport station design will depend what Manchester Airport Corporation want and are willing to pay for. But unlike East Midlands Airport, Manchester Airport is sufficiently important for all trains to stop at, and being on a branch, there will not be such severe line capacity constraints. Therefore no overtaking provision will be needed, and one platform for each direction will be sufficient.

Note:

The Manchester Airport branch is a greater priority than the Wigan branch for two reasons: firstly the ECML from Crewe to Wigan is quadruple track, whereas most of the existing line from Crewe to Manchester is only double track despite being shared with stopping services. Secondly it could be funded by a levy on Manchester Airport landing fees or air tickets.

Operations

Unless there are serious problems with path availability, all high speed trains to Manchester would run via Manchester Airport.

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The Objectives

• Faster services to Leeds
• Faster services to Wakefield

The Route

As with HS2 Ltd's route, but connecting to the existing line to Wakefield Westgate with a 2.5km radius curve.

Operations

High speed trains to Leeds would run via Wakefield Westgate instead of Wakefield Kirkgate.
High speed trains via Barnsley would no longer continue to Leeds. Some could instead serve Huddersfield or Halifax if the routes to those places get electrified.

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The Objectives

• To extend the dedicated high speed tracks all the way to Manchester.
• To increase capacity between Manchester and Manchester Airport

The Route

Mostly in tunnel, with the southern portal near Ringway Road West. Curving northwards until it crosses under the Mersey, then mostly following the A34 (Kingsway). Surfacing at Longsight International Depot and running to Piccadilly on the north side of the existing lines.

Manchester Piccadilly station

As with HS2 Ltd's plan, Mancheser Piccadilly station would be expanded on the northern side to accommodate the high speed platforms, unless plans for High Speed 3 (which should be well advanced by the time HS2 reaches this stage) favour a different layout.

Operations

Because substantial time will have elapsed before this branch opens, demand may differ from what is currently envisaged. However it is quite likely that the following services will run at least hourly as soon as this stage opens:
• London Euston (via Manchester Airport only)
• Birmingham Curzon Street (with an additional Crewe stop)
• Airport Link train: Manchester to Gatwick Airport via Manchester Airport, Crewe, Birmingham International, Calvert, High Wycombe, Heathrow Terminal 5, Byfleet, Leatherhead and Reigate.

The Manchester branch of High Speed 2 would be technically suited to double decker trains, though due to the possibility of large numbers of airport passengers with lots of luggage, it is unclear how operationally suited it would be.

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The Objectives

• Faster services to Leeds
• Faster services to York and beyond

The Route

As with HS2 Ltd's route, including the depot.
A temporary connection would link to the existing line at Woodlesford.

Operations

The vast majority of HS2 trains to Leeds would use this line instead of running via Wakefield. All HS2 trains to York would use this line.

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The Objectives

• To improve speeds and journey times for destinations on the northern part of the West Coast Main Line.
• To enable Manchester to Scotland services via Manchester Airport

The Route

As per HS2 Ltd's plan to Abram where it would converge with the WCML, but staying on separate tracks for the remaining 4km to Wigan. All junctions would be grade separated and a unified station would be built to improve interchange at Wigan.

Provision would be made for the eventual construction of a high speed tunnel under Wigan to avoid the tight curves near Wigan station. However considering how important an interchange Wigan will be for the people of Merseyside and Greater Manchester, most high speed trains going through Wigan will stop there so a bypass tunnel would be a very low priority. Hence the tunnel itself has not been included in the Track11 HS2 plan.

Operations

High speed trains would use this line to link Glasgow and central Scotland with London and Birmingham (and possibly also Manchester). They would also link Edinburgh with Manchester (and Manchester Airport).

High speed services to Blackpool are also a possibility.

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The Objectives

• To link with the East Coast Main Line for high speed services to North East England and eastern Scotland

The Route

As per the HS2 Ltd's plan.

Operations

HS2 would take over many of the long distance services on the ECML.

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The Objectives

• To extend the high speed line all the way to the existing station in Leeds

The Route

Track11 specifically rejects HS2 Ltd's plan for a separate station at Leeds, as its separation from the main station and from the City Centre would cost passengers far more time than it saves. Instead the following seven options are suggested for further consideration:

Options 1, 2 and 3: Following HS2 Ltd's plan (bypassing Woodlesford station to the north, then alongside the existing line) as far as Hunslet. Then:
Option 1: As in HS2 Ltd's plan, but extended above the River Aire to reach Leeds station.
Option 2: Going underground to reach Leeds station.
Option 3: Following the existing line to Leeds station.

Options 4, 5 and 6: similar to options 1,2 and 3 respectively, but instead of running via Woodlesford they would branch off the main high speed line further south, cross the River Calder and tunnel from Stanley to Stourton.

Option 7 involves crossing the River Aire at Woodlesford, then roughly following the A63 (Pontefract Lane) to the southern side of Neville Hill sidings, where it would join the existing railway (which would be upgraded to four track).

Extending an elevated line to Leeds station would be difficult and expensive and there is limited space (which is presumably why HS2 Ltd stopped short). Tunnelling has the advantage of bringing shorter journey times and the opportunity to extend the line northwards from Leeds station, but at least initially the expense is unlikely to be justified for the low proportion of trains that use this line. Therefore options 3 and 7 are likely to be strongest, and are shown on the map as the southern and northern option respectively. In both cases there is a significant opportunity to increase the benefits by sharing the line with ECML trains.

Entering Leeds from the west makes it easier to provide extra platform space for trains to terminate, as more platform capacity on the northern side could be provided relatively easily. However entering Leeds from the east would enable the trains to be extended to Bradford (via the existing electrified line) without reversing, so less platform capacity would be needed at Leeds).

Operations

Opening this section is not initially expected to significantly alter service patterns, though it would reduce journey times and enable double decker trains to be used.

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Beyond the Y

Beyond stage Y, and beyond the Y shaped network of HS2, high speed lines would still be needed, but with a less intensive service (due to lower demand than on the southern section) it makes sense to share the line with conventional trains. Thus although they would be used by HS2 trains, and would slash journey times, these lines would mainly be regarded as parts of the WCML and ECML rather than HS2:

Shorter, faster route from Elvanfoot to Glasgow

Mostly alongside M74, tunnel at south end.

Shorter, faster route from Oxenholme to Penrith

Direct tunnel avoiding steep and hilly route.

East Lothian ECML straightening

Rerouting of the East Coast Main Line through East Lothian so that it runs alongside the A1 rather than via Drem. Also following the A1 past Dunbar so that only trains stopping at Dunbar will detour through it.

The route via Drem would be kept open for local trains.

Strathmore route reopening

To create a faster route to Aberdeen via Forfar. This is part of the HSUK plan.

Morpeth bypass line

To avoid the sharply curving section of ECML with a permanent 50mph speed limit

Berwick Upon Tweed bypass line

From west of Ayton (Scotland) to Tweedmouth (England) requiring between 9 and 10km of tunnelling as well as a new bridge across the Tweed.

New high speed route via Teesside Airport

This would enable high speed trains to link Teesside Airport with East Midlands, Birmingham, Heathrow and Gatwick airports.
This line would not be constructed before a Tees Valley Metro is established.

New high speed route through Newcastle

This line, mostly in tunnel but also including a new bridge over the Tyne, is part of the HSUK plan. However for reasons of passenger comfort as well as interchange quality, the Track11 variant would have the Newcastle station platforms in tunnel below the existing station rather than on the new Tyne bridge.

York bypass line

From Tollerton to Colton Junction (where HS2 converges with the ECML) to cut the journey times of those trains which do not stop at York.

Newcastle to Edinburgh (inland) high speed route

Although upgrading the existing ECML route from Newcastle is likely to be the best value option to get high speed trains to Edinburgh, a faster more direct high speed line remains a possibility. Significantly, if a new motorway is constructed to link Newcastle and Edinburgh, it is likely to be worth combining the construction of a high speed line with that. However if no new motorway is built, this line is unlikely to be worth constructing on its own.

Knebworth to Alexandra Palace widening

An extra pair of tracks from Knebworth to Alexandra Palace, increasing the number of tracks to four through Welwyn North and six south of Welwyn Garden City so that Thameslink and Moorgate services can all be run intensively without affecting Intercity services on the ECML.

ECML high speed route

One high speed line will not always be enough to link Scotland and northern England to London.

A proposal for a high speed line to relieve the ECML from north of Doncaster to south of Peterborough was made in the year 2000 by Virgin Trains when they were bidding for the InterCity East Coat franchise. Building this would provide more high speed line capacity and shorter journey times between London, the East Midlands, Yorkshire and the North East. This in turn would free up capacity on High Speed 2 for more services to Birmingham and the North West.

Back to Track11 UK Plans page