Can we forget HS2 and focus on what we have?
Reading up on the 'Package Programme' made me think. I always supported High Speed Two for one reason: making freight capacity on the classic network. I didn't care much for making Birmingham any quicker, nor Manchester, nor Leeds. Judging by the absolute hilarity of some of the ideas (High Speed services to places like Scotland running on the most antiquated part of the WCML from Rugeley), it seemed good to investigate how we can improve what we have and get far more value for money?
London to Birmingham is a big thing; linking the two biggest cities in double quick time. Do we keep using the West Coast Main Line? No. We use the Chiltern Main Line.
By getting rid of Heathrow Express and Heathrow Connect (insert Crossrail) as well as local services on the Great Western Main Line (again insert Crossrail), you make many platforms for Paddington to become the new station for Birmingham. The Old Oak interchange would be built, before the route from Old Oak to South Ruislip becomes a twin track, very straight, electrified line. Marylebone to South Ruilsip would also be electrified. Re-modelling Northolt Jn and getting rid of the Waste Terminal, you would have South Ruilsip to Birmingham Moor Street as entirely four track and electrified.
There would be a half hourly Intercity service from Paddington to Birmingham Moor Street, calling at Solihull and Moor Street only. Another half hourly Intercity service would be provided from Paddington to Wolverhampton calling at Coventry, International, New Street, Sandwell and Wolves. A final half hourly Intercity service from Marylebone would call at Banbury, Leamington, Warwick, Warwick Parkway, Dorridge, Solihull and Moor Street. Moor Street would be upgraded, with the number of bay platforms increasing from two to four.
Princes Risborough to Aylesbury would be twin tracked and electrified, and whilst they would lose direct trains to London on that route, Princes Risborough would be the terminus of a half hourly service on the East West Rail Link to Milton Keynes.
High Wycombe to Maidenhead would be re-opened, with a half hourly service. Marlow would need new considerations.
Oxford to Bicester Town and onto the Chiltern would be a twin track, electrified line, with a half hourly service to Marylebone, calling at Water Eaton, Bicester and then London. This would rid the Great Western Main Line of Oxford to London fast trains.
Didcot to Banbury would be four tracked as much as possible, electrification is already promised across this as part of the electric spine.
Acton Wells to Dudding Hill, Hendon, Cricklewood and Neasden would be electrified and re-signalled.
Leamington to Coventry would be twin tracked and electrified, with a station provided at Kenilworth. Whilst Intercity services would run along here every half hour, a new half hourly service would be provided from Leamington Spa to Nuneaton. This service would encompass the new half hourly electric service proposed through Bedworth as that route is upgraded.
Snow Hill route services from Leamington, Dorridge, Stratford and Whitlocks End to Stourbridge, Kidderminster, Worcester and Malvern would become part of a new Chiltern franchise.
A new grade seperated junction at Ledburn on the West Coast would provide a route from the Down Fast to the Down Slow, avoiding conflict with the Up Fast.
A fourth track would be put in place from Brinklow to Nuneaton.
The route from Shugborough to (and including) Norton Bridge would be completely re-modelled and re-signalled with line speed improvements.
Colwich Junction would be completely re-modelled.
As Birmingham services transfer to the Chilterns, the West Coast would have far more space. Four trains each hour to Manchester, two to Liverpool and two to Glasgow would finally be an available option. Two 'local' (London Midland) type services to New Street from Euston would exist, running fast to Leighton Buzzard, and running via Northampton.
The route from Leighton Buzzard to Luton would be re-opened, and a fifth track would be placed next to the Down Fast on the Midland Main Line, allowing for a new, half hourly service from Luton Airport Parkway to Milton Keynes Central.
A route from Rugby to Leicester would be opened, with services being provided by the Midland Main Line franchise holder.
The Midland Main Line would be four tracked and electrified from Bedford to Leicester, as well as from Trent to Sheffield via Toton and Chesterfield.
To this end, services from London to Leeds would not run via the East Coast; they would be operated from St Pancras. Line speed improvements and express running (calling points would be Bedford (hourly), Leicester (hourly), East Midlands Parkway (all), Sheffield (all), Wakefield Westgate (all) and Leeds) would allow for competitive journey times.
Cities such as Sheffield would benefit, and Leeds would be connected to the likes of Peteroborugh via Leicester and the East West Rail Link at Bedford.
The TransPennine route would have as many four track sections as possible, and re-modellings for line speed improvements.
On the East Coast, capacity released would allow for two trains per hour to Edinburgh, and two trains per hour to Newark (hourly to York). The main reason for more capacity is for more freight. The route between Peterborough and Huntingdon would also be four tracked, as would various sections between Peterborough and Drem.
Examples of new electrified freight corridors would be:
Daventry to West Yorkshire via Rugby, Leicester, Toton, Beighton
Southampton to West Yorkshire via Reading, Acton, Hendon, Bedford, Leicester, Toton, Beighton OR via Oxford, Bletchley, Bedford, Leicester, Toton, Beighton.
I think I've missed some bits, but until I remember them, what does everyone think? Would exceptionally upgraded Main Lines which actually live up to their full potential be able to get rid of a High Speed Two which would be a complete waste?
