Latest Rail News

19.04.13

HS2 Euston re-build plans dropped after protests

HS2 Ltd says the redevelopment of Euston station to make it ready for high-speed rail no longer requires it to be knocked down and rebuilt.

The new proposal involves retaining platforms 1-15 (of Euston’s 18 platforms) at their current level with some modifications (removing platforms 9 and 10 so adjacent platforms can be lengthened – resulting in 13 long platforms) but improving the station around them, with a new concourse.

Eleven new platforms for high speed trains would be built next to the existing platforms.

The earlier plans, published as part of the HS2 phase one strategy in January 2012, involved a complete rebuild of the station and all its platforms.

HS2 Ltd chief executive Alison Munro said: “In response to community concerns about the potential disruption caused by the redevelopment of Euston Station, and following more work done by our engineers to find the best way to deliver best value for taxpayers, we have identified an option that delivers great opportunities for the area while minimising the potential effects on local communities in Camden and on passengers.

“We are looking at an option for Euston Station which would see new platforms built as part of an integrated, redeveloped station with a combined concourse, new western entrance and improved facilities across the integrated terminus.”

The new proposal would also mean less disruption passengers during the works, which would be complete by 2026.

The revised proposal features potential opportunities for over-station development, such as homes, open space and businesses.

It would also have better connections with the Underground, including a new Underground ticket hall, and a sub-surface pedestrian link between Euston and Euston Square Tube.

The revised option will be included in the draft environmental statement for the first phase of HS2, to be published in the next couple of months, and be subject to public consultation before any decision is made.

Once responses have been analysed and taken into account, HS2 Ltd will finalise the environmental statement and submit it to Parliament as part of the hybrid bill process.

Visit http://www.eustonareaplan.info/

(Euston station image: Ewan Munro)

Tell us what you think – have your say below or email opinion@railtechnologymagazine.com

Comments

John   19/04/2013 at 10:54

What is it with this Euston Magnet? Everyone from the LNWR downwards realised that it was too small and operationally horrible. So why not scrap the inner London end and go back to where there is space and opportunity - Paddington and beyond and route the thing up the former GW / GC Corridor?? Oh and for good measure, Derby actually want HS2 whereas no-one else up in the East Midlands appears to, so why not let them have it and solve the M42 Corridor / East Midlands Airport / Parkway debacle?? Back to the drawing board methinks!!

Lesf   19/04/2013 at 13:58

Sanity at last! The total reconstruction and gross expansion of Euston never made sense, taking 10 years and involving a 40% reduction of platform space just when more was needed. Stations formed 25% of HS2 construction cost. PR talk of "great northern cities" and "residents concerns" are an obvious smoke screen over their realisation that the plan was bankrupt. I look forward to more road-to-Damascus moments by HS2 Ltd. We may yet get a new railway that actually makes sense.

JSW   19/04/2013 at 14:46

Revised Euston plan seems eminently sensible, and will hopefully preserve a worthwhile piece of 1960s architecture, often much vilified but which is perhaps coming be viewed more favourably. (Can we have the Doric Arch back though?) John is right that an alternative in the Paddington area might be considered. But a terminal in central London is needed and Paddington is not so well-connected tube-wise as Euston. I like John's point about Derby which could be served by a branch off HS2 using the existing Lichfield-Wichnor Junction route which could be upgraded. Trains would not have to go at 400km/h over this section and could stop at Burton on Trent. We'd still need the high-speed line to Leeds of course. Maybe we'd still need Toton Hub, though for connecting rail links a Trent Hub would clearly be better. It's fairly clear the planners of HS2 phase two are expecting a lot of people to drive to these hub stations, a fairly dodgy proposal environmentally and socially - will people still want to travel by car across congested counties to catch a train in 2033? The hub stations may be OK for people travel from (say) Nottingham or Derby to London but on the face of it they are economically counter-productive for these city-centres. At the Leeds end a better final route would follow the existing Midland line through Normanton, and really should end up at a station next to the existing Leeds City station, not half a mile away as currently planned. The Normanton routing would be slightly further and probably slightly speed-restricted but would allow a regional interchange station to be built where the line crosses the M62 motorway; such a station would have connections with a new regional service along the Calder Valley possibly linking Bradford, Halifax, Wakefield, Castleford and York. I share Lesf's hopes of more Road-to-Damascus moments. HS2 needs better regional connectivity which includes more stations. This will increase the cost but make the whole project much more attractive. As things stand HS2 looks like a really good idea made unpopular by ham-fisted planning. Let's build a railway that people want.

Nonsuchmike   09/09/2013 at 15:52

Maybe you are right and I have missed something in the detail along the line (sorry, pun not intended). My understanding was that all of the stops at each end and intermediate locations would be easily accessible by other short haul local and cross country trains. Otherwise, what environmental saving is there if thousands of commuters, albeit longhaul, drive to a station on their todd in a car? So I would suggest both a Derby and Nottm loops, with suitable stop at a greatly expanded (double up on the runways) East Midlands Airport, even if the M/C circuit has to relocate slightly. One loop can then serve Sheffield and Leeds, whilst the other can bypass both ready to link up with ECML to Edinburgh. We do need some serious joined up thinking on this project, but politicians are not always the ones to supply this.

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