The Anonymous Widower

HS2 Downsizes Euston Station To Save Costs

The title of this post, is the same as that of this article on Construction Enquirer.

The High Speed Two station at Euston will now have only ten platforms and it will be built in a single construction phase.

These are my thoughts.

Oversite Development

When completed, there will be a lot of development over the top of the new Euston station.

One way or another, this could be a nice little earner for High Speed Two,

  • It will be one of the most convenient addresses in London.
  • The development could be housing, offices or some innovative commercial property.
  • There might even be a large indoor sports or concert arena like the O2.

But whatever gets developed on top of the station, the developer would surely prefer to be handed as large a site as possible in 2026 all in one go.

And the earlier it is handed over, the earlier High Speed Two gets paid.

I do wonder, if a large international property and entertainment group of the highest quality has made the government an offer that is far too good to refuse to build a world class venue on top of the station.

  • It would be a very well-connected by public transport and most visitors could come by public transport.
  • Surely, if a massive attraction was on top of the station, High Speed Two and all the railways would benefit from the rail ticket revenue.
  • The Manchester Arena is over the top of Manchester Victoria station. So why not a Euston Arena?

Euston station, is a site where High Speed Two and developers must be ultra-bold to maximise the return for everyone, including those sceptics, who believe High Speed Two is a waste of money.

The View From Ian

There is an excellent post on Ian Visits which is entitled HS2 to Cut London Euston Station To Ten Platforms.

Some of the following thoughts have been suggested by reading Ian’s post.

Euston Station Must Be Able To Handle Eighteen Trains Per Hour

The main tracks of High Speed Two are being designed to handle eighteen trains per hour (tph) or a train every three minutes and twenty seconds.

The current plan is that when Phase 2 is complete, the High Speed platforms at Euston station will handle seventeen tph, which will leave one path spare for sorting out problems.

With ten High Speed platforms, that would mean that in a busy hour, each platform would handle two tph or a train every thirty minutes.

With the improvements in signalling and track and train design, I would expect that turning trains in Euston at that frequency is possible.

I suspect that High Speed Two and Network Rail have done extensive Monte-Carlo simulations to prove that ten High Speed platforms can handle the required eighteen tph.

Greater Integration Between High Speed Two And Network Rail

In Ian’s post he says this.

In the meantime, HS2 and Network Rail are working on how they can have a greater integration between HS2 and the associated upgrades of the Network Rail side of the station.


  • The Network Rail station should  be able to handle a single 200 metre long Classic-Compatible train at the present time.
  • Under current plans four services into the High Speed platforms at Euston station will be single 200 metre long Classic-Compatible trains.
  • I wonder if it would be possible to add a crossover to allow High Speed Two  trains from the North to enter the Network Rail platforms alongside the High Speed Two platforms.
  • If the track layout were possible, this could effectively give High Speed Two ten High Speed platforms and one or even two emergency ones, if required in the Network Rail station.

This Google Map shows Euston station.


  1. The large square building is the current Euston station.
  2. The building site on the Western side of the station is the High Speed extension, where there will be ten platforms.
  3. Euston station can take 265 metre long Class 390 trains.
  4. Platform 1 on the East side of Euston station can take the 355 metre long Caledonian Sleeper.

There certainly would appear to be possibilities to link the two sides of the station to improve operational flexibility.

I wonder if something could be done in Birmingham to improve connectivity.

In Birmingham Airport Connectivity, I said this

But look at this map clipped from the High Speed Two web site.


  1. The blue dot shows the location of Curzon Street station.
    The West Coast Main Line running into New Street station, is just to the South of Curzon Street station.
    New Street station can be picked out to the West of Curzon Street station.

This Google Map shows a close-up of the current Curzon Street station site.

The same pattern of rail lines going past the Curzon Street site into New Street station can be picked out.

Surely, a connection could be made to allow trains from a couple of platforms in Curzon Street station to terminate trains from the West Coast Main Line.

Possible services could include.

  • London Euston and Birmingham Curzon Street via Watford Junction, Milton Keynes, Rugby and Coventry
  • Cardiff and Birmingham Curzon Street via Bristol Parkway, Swindon, Oxford and Milton Keynes.
  • Cambridge and Birmingham Curzon Street via Bristol Parkway, Bedford and Milton Keynes.

There are a lot of possibilities to give High Speed Two much bigger coverage.



October 26, 2021 Posted by | Transport/Travel | , , , | 5 Comments

Crossing The Mersey

I took these pictures as the train to Liverpool crossed the Mersey yesterday.


  1. The green bridge is now called the Silver Jubilee Bridge, but when I lived in Liverpool and worked at ICI in Runcorn, everybody called it the Runcorn-Widnes Road Bridge.
  2. The train is on the Ethelfleda, Britannia or Runcorn Railway Bridge depending on your preference. I tend to use Britannia, as the guys I worked with used that name.
  3. The three towers of the cable stayed Mersey Gateway Bridge can be seen in several pictures.
  4. Fiddlers Ferry power station is now decommissioned, but was an almost 2GW coal-fired power station.

In January 2011, I took a video as I crossed the Mersey and it is shown in Train Across the Mersey.

The Future Of Fiddlers Ferry Power Station

The Wikipedia entry for the power station, says this about the future use of the site.

Demolition of the station was due to begin in 2020 and will take up to seven years. The land upon which it sits will be redeveloped, with Warrington Council stating it had designated the land as an employment site.

As it obviously has a high-capacity electricity connection and there is a lot of offshore wind power in Liverpool Bay, I would feel it could be an ideal location for a large battery of perhaps 2 GWh.

The Future Of The Britannia Railway Bridge

The bridge was opened in 1868 and is Grade II* Listed.

Did the designer of the bridge; William Baker ever envisage, that in the future his bridge would be carrying trains over 250 metres long, that were capable of 125 mph?

Probably not! But in a few years, the bridge will be carrying High Speed Two Classic Compatible trains between London and Liverpool.


October 15, 2021 Posted by | Energy, Transport/Travel | , , , , , , , | Leave a comment

Anglesey Hydrogen Can Bridge UK’s Energy Gap Says Economics Expert

The title of this post, is the same as that of this article on the University of Bangor web site.

This is the sub title.

Anglesey can become a UK leader in hydrogen energy technology, cleaning up the transport sector and creating high quality jobs across North Wales, according to a leading Welsh economic expert.

The University of Bangor is a respected university, that goes back to the nineteenth century.

But for Liverpool giving me an unconditional offer, as Bangor was one of the universities on my UCCA form, I could have studied in the North-West corner of Wales.

After a resume of where we are with hydrogen in the world, Dr. Edward Jones of Bangor University outlines how North West Wales can be turned into a hydrogen hub, to join similar hubs at Deeside in Flintshire and at Milford Haven in Pembrokeshire.

This is a paragraph of the article.

Dr Jones believes hydrogen could also hold the key to powering transport in future through a Welsh invention from the 19th century (the hydrogen fuel cell was developed in Swansea by William Grove in 1842).

William Grove was an interesting lawyer and scientist.

Dr. Jones would appear to be very much in favour of using hydrogen to take Wales forward to being zero-carbon in 2050.

I have written a few posts about the transformation of Anglesey and North West Wales, as Wales moves towards this goal. I also have some other thoughts of my own.

Holyhead Hydrogen Hub

This is happening and I wrote about it in Holyhead Hydrogen Hub Planned For Wales.

High Speed Two To Holyhead

I believe this could be a way to create a zero-carbon route between London and Dublin in under five hours and I wrote about it in Could High Speed Two Serve Holyhead?.

  • London and Holyhead in a battery-equipped High Speed Two Classic-Compatible train should be under three hours.
  • A single High Speed Two Classic-Compatible train would run between London and Holyhead, with a passenger capacity of around five hundred. It would probably split and join with another service at Crewe.
  • Discontinuous electrification would be provided along the North Wales Coast Line.
  • The trains could call at Old Oak Common, Birmingham Interchange, Chester, Crewe, Llandudno Junction and Bangor.

A High Speed catamaran would speed passengers between Holyhead and Dublin in under two hours.

Hydrogen-Powered Catamarans From Holyhead

The dynamics of a diesel-powered high speed catamaran are well-proven, with some large craft transporting passengers and vehicles on sea crossings all over the world.

Type “hydrogen-powered high speed catamaran” into Google and you get several hits to research and development projects, but no-one appears to have taken a large high speed craft and converted it to hydrogen.

But I do believe that someone somewhere is developing a hydrogen-powered catamaran with something like the following specification.

  • 200 passengers
  • 100-mile range
  • 60 knot operating speed.

The HSC Francisco is a high speed craft that plies between Buenos Aires and Montevideo carrying over a thousand passengers and a hundred cars at 58 knots. It is powered by gas-turbine engines running on liquified natural gas.

I believe I’m not asking for the impossible.

Anglesey Airport As A Zero-Carbon Airport

Anglesey Airport uses part of RAF Valley and has hosted services to Cardiff.

This Google Map shows the runways of RAF Valley.


  1. The longest runway 14/32 is over two thousand metres long.
  2. Rhosneigr station in the South East corner of the map.
  3. The facilities of Anglesey Airport to the North-East of the runways.

The railway forms the border of the airport, as this second Google map shows.

The railway is straight as it passes the Airport and there would be space for a two-hundred metre bi-directional step-free platform for passengers for the Airport.

Airbus are proposing a hydrogen-powered ZEROe Turbofan.

If you think it looks familiar, I believe that Airbus are proposing to develop the aircraft out of the current Airbus A320neo.

  • The capacity will be up to 200 passengers.
  • The range will be up to 2000 miles.
  • Dublin and Anglesey Airports are just 71.5 miles apart.
  • The cruising speed of Mach 0.78 would be irrelevant on this route, as it would probably fly a route to minimise noise.

The plane would probably be able to do several trips between Anglesey and Dublin without refuelling.

As the Port of Holyhead is developing a hydrogen infrastructure, I suspect that to provide hydrogen refuelling at Anglesey Airport would be possible.

I believe that by combining hydrogen-powered aircraft with battery-electric trains, some difficult sea crossings can be made carbon-free.

I believe that Anglesey Airport could be key to a zero-carbon London and Ireland service.

  • Airbus are also proposing a 100-seat ZEROe Turboprop.
  • Belfast, Cork, Derry and Shannon would also be in range.

Flights could also continue to and from Cardiff.

Reopening The Anglesey Central Railway

This has been proposed as a Beeching Reversal project.

I wrote about it in Reopening The Anglesey Central Railway.

It could be reopened as a zero-carbon railway.


There is a lot of scope to use hydrogen in North West Wales and Anglesey.









October 7, 2021 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , | Leave a comment

Dwell Time On High Speed Two Trains

This document on the Government web site is the Train Technical Specification for High Speed Two trains.

There is a Section 7.15.6, which is entitled Dwell Time

This is said.

The Unit shall deliver 95% confidence of achieving a Dwell Time of 2 minutes at intermediate stations, calculated in accordance with the Static Dwell Time Model in Appendix I using the 1SL.

The rationale is also given.

Achievement of a two-minute Dwell Time is key to achievement of HS2 railway capacity and journey times.

The Static Dwell Time Model evaluates the key architectural elements of the interior layout that impact the Passenger exchange part of Dwell Time.

Dwell time is mentioned many times in the Technical Specification.

There is a Section, which is entitled Train Captain Changeover Time

This is said.

The Unit shall facilitate a changeover of Train Captains within a two-minute Dwell Time.

In this time period there shall be time for the exiting Train Captain to:

    • Release and opening doors.
    • Log out of the Cab
    • Exit the Cab and Unit.

In this time period there shall be time for the entering Train Captain to:

    • Enter the Unit and Cab
    • Log in to the Cab
    • Adjust Cab setting to the Train Captain’s personal preferences
    • Fulfil the Train Captain’s role in closing doors, which does not include checking the PTI.

Note how all these actions must be performed in a two-minute dwell time.

The Technical Specification is certainly very detailed.

August 26, 2021 Posted by | Design, Transport/Travel | , | 4 Comments

ATO Stop and Safe Location On High Speed Two Classic-Compatible Trains

This document on the Government web site is the Train Technical Specification for High Speed Two trains.

There is a Section 8.6.2, which is entitled ATO Stop and Safe Location

This is said.

ATO Stop is an additional function compared to the ATO over ETCS SRS. The purpose of
this function is to enable the Train Captain to command the Train to stop at the next Safe
Location. A Safe Location is a pre-defined location on the HS2 Network where Trains can
wait safely, and evacuation can be carried out if necessary. If it is not necessary to make an
emergency brake application, this enables more control of where Trains make un-planned

Perhaps all vehicles on motorways need to be fitted with a similar system.

August 26, 2021 Posted by | Transport/Travel | , , | 2 Comments

The Cross-Section Of A High Speed Two Classic-Compatible Train

This document on the Government web site is the Train Technical Specification for High Speed Two trains.

There is a Section 7.14.3, which is entitled Maximum Cross Section

This is said.

The Unit shall have a maximum cross-section of 11m².

The rationale is also given.

HS2 interface – This maximum cross-section has been used in the design of the tunnels.
HS2’s gauging analysis has shown that a Vehicle compatible with the CRN infrastructure will probably
have a cross-section closer to 10m²

A Class 800 train is 2.70 metres wide, so if a High Speed Two Classic-Compatible train is the same width, the height based on the 10m² figure will be around 3.7 metres or about the same as an Electrostar.

The next  section 7.14.4 gives an interesting piece of information.

Tunnels on the HS2 Network include porous tunnel portals in the infrastructure design to mitigate the adverse effects of micro-pressure waves. Therefore it will not be necessary to include micro-pressure wave mitigation features in the Unit design.

Interesting that they are tackling what is best described as tunnel-plop in the design of the tunnels, rather than catering for it on the train. I wrote about this in HS2 Way Out In Front In Tunnel Design For High-Speed Rail.

August 26, 2021 Posted by | Design, Transport/Travel | , | 1 Comment

High Speed Two Trains Will Have A Moveable Step At Every Passenger Door

This document on the Government web site is the Train Technical Specification for High Speed Two trains.

There is a Section 7.15.2, which is entitled Moveable Step, which is labelled Mandatory.

This is said.

The Unit shall have a Moveable Step at every Exterior Door, which shall be automatically
deployed (unless inhibited) when the door is released, and fully retracted whenever the
Unit is in motion.

The rationale is also given.

A Moveable Step is considered necessary to provide an improvement in the PTI compared
with existing rolling stock and to meet HS2 goals for accessibility.

About time too!

If Stadler can do it, so can everybody else.

The picture shows a Class 755 train.

I think this step-free feature applies to all High Speed Two trains.


August 23, 2021 Posted by | Transport/Travel | , , | 3 Comments

What Does High Speed Two Mean By Classic Compatible Trains?

The Classic-Compatible trains are described in this section in Wikipedia, by this sentence.

The classic-compatible trains, capable of high speed but built to a British loading gauge, permitting them to leave the high speed track to join conventional routes such as the West Coast Main Line, Midland Main Line and East Coast Main Line. Such trains would allow running of HS2 services to the north of England and Scotland, although these non-tilting trains would run slower than existing tilting trains on conventional track. HS2 Ltd has stated that, because these trains must be specifically designed for the British network and cannot be bought “off-the-shelf”, these conventional trains were expected to be around 50% more expensive, costing around £40 million per train rather than £27 million for the captive stock.

The Classic-Compatible trains will share these characteristics with the Full-Size trains.

  • Maximum speed of 225 mph.
  • Cruising speed of 205 mph on High Speed Two.
  • Length of 200 metres.
  • Ability to work in pairs.
  • A passenger capacity around 500-600 passengers.

But what characteristics will the Classic-Compatible trains share with other trains on the UK network?

The Classic-Compatible trains will share some tracks with other trains, according to High Speed Two’s latest plans.

  • On the East Coast Main Line, the trains will run between York and Newcastle.
  • On the Liverpool Branch between Weaver junction and Liverpool Lime Street station.
  • On the Midland Main Line between Clay Cross North junction and Sheffield.
  • On the Midland main Line between East Midlands Hub and Bedford.
  • On the West Coast Main Line, the trains will run between Crewe and Glasgow.
  • On the West Coast Main Line, the trains will run between Stafford and Macclesfield.

As High Speed Two develops, the Classic-Compatible trains could venture off the main routes to places like Aberdeen, Barrow-in-Furness, Blackburn, Blackpool, Cleethorpes, Holyhead, Huddersfield, Inverness, Middlesbrough, Redcar, Scarborough, Stirling and Sunderland.

They will need to be able to go anywhere, which is worthwhile to connect to High Speed Two.

The main restriction is the size of the train and so a Classic-Compatible train probably can’t be larger than the largest train on the UK network, with respect to width, height and to a certain extend length.

Widths of typical trains are as follows.

  • Class 319 train – 2.82 metres
  • Class 321 train – 2.82 metres
  • Class 387 train – 2.80 metres
  • Class 700 train – 2.80 metres
  • Class 710 train – 2.77 metres
  • Class 745 train – 2.72 metres
  • Class 800 train – 2.70 metres
  • Mark 4 coach – 2.73 metres

Heights of typical trains are as follows.

  • Class 319 train – 3.58 metres
  • Class 321 train – 3.78 metres
  • Class 387 train – 3.77 metres
  • Class 710 train – 3.76 metres
  • Class 745 train – 3.95 metres
  • Mark 4 coach – 3.79 metres


  • I find it odd, that the smallest width is one of the newest trains; Hitachi’s Class 800.
  • Length is fairly irrelevant as many trains in the UK are almost 240 metres long.

I suspect that Classic-Compatible trains will have width of between 2.70 and 2.80 metres and a height of around 3.80 metres.

Could A High Speed Two Classic-Compatible Train Go Through The Thameslink Tunnel?

I ask this question, as surely in a post-pandemic world, where we are all flying there may be a case to be made for a train service between the North of England and Gatwick Airport.

But when East Midlands Railway has their new Class 810 trains, it might be possible, if they didn’t use the diesel engines.

Signalling would not be a problem, as in a few years time, all trains will be equipped with the latest digital signalling systems.

If running a Class 810 train, through the tunnel is possible, given that a  Classic-Compatible train will not be larger than a Class 810 train, will High Speed Two’s trains be able to cross London in the Thameslink Tunnel?

As Midlands Connect are planning to run a Leeds and Bedford service using High Speed Two Classic-Compatible trains, could this service be extended through the Thameslink Tunnel to Gatwick Airport and Brighton?

I have a feeling that this will be physically possible.

  • It would be under the control of the signalling.
  • There’s no reason, why a high speed train can’t have a precise low speed performance.
  • It would stop at all stations.
  • It would use one of the Bedford and Brighton paths on Thameslink

Passengers would like catching a train at a station in Central London and like being whisked all the way to East Midlands Hub and Leeds.

Could A High Speed Two Classic-Compatible Train Go Through The Crossrail Tunnel?


  • It would surely be possible to arrange tracks at Old Oak Common to allow High Speed Two Classic-Compatible trains to go between High Speed Two and Crossrail.
  • Crossrail is considering running to Ebbsfleet.
  • It might even be possible to connect in East London.
  • The High Speed Two Classic-Compatible trains would be digitally-signalled and controlled through Crossrail without stopping.
  • Platform edge doors would ensure safety, but also prevent the trains from stopping at the existing stations.

I have just looked at the London railway map on carto metro, there are stretches of Crossrail under London, where there is space for a station with 200 metre, if not a 400 metre platforms, to the West or East of current Crossrail stations.

  • To the West of Bond Street
  • To the East of Tottenham Court Road
  • To the West of Farringdon
  • To the East of Liverpool Street
  • To the West of Canary Wharf
  • To the East of Canary Wharf

Would all appear to have the required space and be possibilities for extra High Speed Two platforms.

Effectively, some stations would have two sets of platforms on the tracks beside each other.

  • One pair of platforms would be the existing station, with platform edge doors compatible with Crossrail’s Class 345 trains.
  • The other pair of platforms would be the High Speed Two station, with platform edge doors compatible with High Speed Two Classic-Compatible trains.
  • The signalling and train control systems would automatically stop trains in the appropriate platform.
  • Extra passageways would link the new platforms to the existing station.

I suspect when Crossrail was designed, the possibility of adding extra stations to the underground section was considered and there is a method of adding extra platforms in Crossrail’s book of cunning engineering ideas.


I don’t rule out a High Speed service between Birmingham and stations in the North of Great Britain and major cities on the Continent.

  • Crossrail would be used to link High Speed One and High Speed Two.
  • High Speed Two Classic-Compatible trains would be used.
  • Stops in London could be Old Oak Common, Bond Street, Liverpool Street, Canary Wharf and Ebbsfleet

It may sound to be a fanciful idea, but I believe it is possible.




August 23, 2021 Posted by | Transport/Travel | , , , , , , | 8 Comments

Thoughts On Phase 2a Of High Speed Two

This map shows the route of Phase 2a of High Speed Two.


  1. The blue circles are stations.
  2. From the top, the stations are Crewe, Stoke-on-Trent, Stafford, Birmingham Curzon Street and Birmingham Interchange.
  3. The lighter blue track is sections of the West Coast Main Line, that will be used by High Speed Two services.
  4. The darker blue track is Phase 1 of High Speed Two.
  5. The orange track is Phase 2b of High Speed Two to East Midlands Hub, Leeds and Sheffield.
  6. The mauve track is Phase 2a of High Speed Two.

This page on the High Speed Two web site, which is entitled Phase 2a: West Midlands To Crewe, says this about the building and opening of Phase 2a.

It will be built at the same time as the line between London and the West Midlands. High speed services will begin operating between London, Birmingham and Crewe between 2029 and 2033.

It is my opinion, to build Phase 1 and Phase 2a together is a good move.

  • Crewe is a very well-connected station.
  • It will reduce times between Crewe and London Euston by 34 minutes.

But most importantly, it completes a second separate route for the West Coast Main Line between Crewe and London Euston.

Just think what new bypasses and motorways have done for your driving.

These are some thoughts and observations.

West Coast Main Line Benefits

The High Speed Two web page, which is entitled Phase 2a: West Midlands To Crewe, has a section called West Coast Main Line Benefits, where this is said.

Phase 2a unlocks more rail capacity on the West Coast mainline. It will carry six long distance high speed services per hour, freeing up the West Coast Mainline between Lichfield and Crewe. This could see services rise from hourly to half-hourly or better between Crewe and Stoke-on-Trent to Nuneaton, Tamworth, Lichfield and Rugeley, as well as more services from Crewe to Runcorn and Liverpool, as well as via Crewe between North Wales, Chester and London.

It would appear the six long-distance services could be.

  • Train 1 – London Euston and Lancaster – Splits and joins with Train 2 at Crewe.
  • Train 2 – London Euston and Liverpool – Splits and joins with Train 1 at Crewe.
  • Train 3 – London Euston and Liverpool – Single train
  • Train 4 – London Euston and Edinburgh/Glasgow – Splits and joins at Carlisle for Edinburgh and Glasgow
  • Train 5 – London Euston and Edinburgh/Glasgow – Splits and joins at Carlisle for Edinburgh and Glasgow
  • Train 6 – Birmingham Curzon Street and Edinburgh/Glasgow – Serves Edinburgh and Glasgow alternately.

Note that all services use a single or a pair of High Speed Two Classic Compatible trains.

A High Speed Test Route Can Be Created


  • At the Northern end of the Phase 2a track is Crewe station.
  • At the Southern end of the Phase 2a track is Birmingham Interchange station.
  • The track between the two end stations will be newly-laid modern high speed track capable of 225 mph running.
  • There will be no intermediate stations or Victorian throwbacks like level crossings.
  • The only junctions are at the end of the route.
  • If the High Speed Two trains are built in this country, there will be a need for somewhere to check them out.

The Phase 2a track will surely make an ideal test track for testing trains and systems and training drivers.


August 22, 2021 Posted by | Transport/Travel | , , , , , , | 1 Comment

A Big Advantage Of Only Ten Platforms For High Speed Two At Euston Station

Many of us have been involved in the start-up and handover of a new project, even it is just buying a new house to live in from a builder.

All projects have one thing in common. Something will go wrong, even if it is just the lock on the toilet door.

Harold Macmillan expressed it memorably as “Events, Dear Boy! Events!”

This article on Ian Visits is entitled Call For A Rethink Of HS2’s Euston Station Plans.

These two paragraphs describe the current plan for Euston station.

The current plans for the HS2 station at Euston will see it delivered in two phases, with six platforms opened first to carry HS2 trains on the first stage of the railway up to the West Midlands. The second phase of the Euston station would open later, with an additional 5 platforms to manage demand when HS2 is extended to Crewe, Manchester and Leeds.

Phase one was scheduled for completion in 2026, and phase two in 2033.

This paragraph describes the latest idea from the Department for Transport.

However, the Oakervee review from last year called for a redesign of the station scaling back the station and increasing the amount of oversite development to fund it. Earlier this year it was revealed that the Department for Transport has instructed HS2 to refine the development to build it in one phase, but with just 10 platforms instead of 11 platforms.

There are now two camps arguing as to whether the station should be built with ten or eleven platforms.

The eleven platform station project will involve.

  • Two-phase construction
  • Five platforms by 2026
  • Eleven platforms by 2033

On the other hand, the ten platform station project will involve.

  • Single-phase construction
  • Ten platforms on opening.
  • More oversite development.


  1. There will be eleven trains per hour (tph) in Phase 1 of High Speed Two from London Euston.
  2. , Trains will serve Birmingham, Carlisle, Lancaster, Liverpool, Macclesfield, Manchester. Preston, Stafford, Stoke-on-Trent and Scotland.
  3. Full-size trains will be able to run to Birmingham Curzon Street and Crewe, but not to the two Manchester stations, as the trains don’t fit the infrastructure.

I suspect that Speed Two Classic-Compatible Trains will be running to Manchester.

The Big Advantage Of A Two-Phase Project With Ten Platforms

In the two-phase project with eleven platforms to rebuild Euston station, there will be five platforms, when the station opens, but in the single-phase project with ten platforms, there will be ten platforms.

If there are ten platforms, the station must be easier to operate, especially during the tricky phase of opening the new station.

With ten platforms, there will be more space to sort out those unexpected events!

August 22, 2021 Posted by | Transport/Travel | , , , , | 7 Comments