Plans to modify the size of trains for the HS2 project have sparked warnings from industry experts that such changes may lead to increased costs, reduced capacity, and slower services for passengers travelling north of Birmingham. As discussions to review the current £2 billion order for 54 high-speed trains continue, the implications for the rail network’s efficiency and service quality remain a pressing concern.
Potential Modifications Could Hinder Service Quality
The original order, established in 2021, involved the construction of 200-metre long, eight-carriage units by a joint venture of Alstom and Hitachi. However, this plan has come under scrutiny following the cancellation of HS2’s northern leg by Prime Minister Rishi Sunak in 2023. The envisioned expansion into longer 16-carriage configurations, similar to those used by Eurostar, is now limited to the segment between London and Birmingham. Existing stations in cities like Manchester Piccadilly lack the infrastructure to accommodate these longer trains, leaving HS2 services potentially shorter and less capable of meeting passenger demand.
The Department for Transport (DfT) and HS2 Ltd officials are reportedly considering the option of introducing approximately 43 longer trains, measuring 250 metres. Such a move aims to enhance compatibility with most stations. However, Chris Gibb, a non-executive director at DfT Operator (DFTO), cautioned against altering the original train order. He voiced his concerns at an all-party parliamentary group meeting in Westminster, highlighting that such changes could result in higher costs and operational challenges.
Speed Limitations of New Trains
One of the critical issues raised by Gibb is the inability of the new Hitachi-Alstom trains to tilt, unlike the existing Pendolino trains operated by Avanti West Coast. This limitation could affect their speed, particularly on curved sections of conventional track. Gibb, a long-time advocate for HS2, expressed his views in a personal capacity, emphasising his commitment to prioritising public interest over political considerations.
He warned that if HS2 were to launch with eight-carriage trains replacing the current 11-coach Pendolinos, the result would be overcrowding from day one. The prospect of modifying existing contracts, however, carries the risk of incurring penalties and delays, potentially wasting valuable work already completed on HS2 stations and depots.
Rather than pursuing a revised train order, Gibb recommended retaining the original contract with Alstom and Hitachi. He suggested that the government should simultaneously plan to replace the existing Pendolino fleet with longer, faster trains to prepare for the anticipated start of HS2 services around 2040. This approach, he argued, would yield significant improvements in capacity and revenue without necessitating further railway construction at this stage.
Government and Industry Reactions
Lord McLoughlin, who served as transport secretary during the initial passage of HS2 legislation, lamented the current state of the project but questioned whether Gibb’s recommendation would entail substantial costs. Gibb responded by suggesting that his proposal could ultimately result in cost savings, as fewer Pendolinos would be needed overall.
Meanwhile, Lord Berkeley, a long-time critic of HS2, supported Gibb’s vision, advocating for a consistent type of rolling stock that could be utilised across various scenarios. While Gibb remains uncertain about the potential for contract variations, speculation is rife regarding a significant “reset” of HS2’s budget and timeline under the leadership of chief executive Mark Wild.
An official spokesperson for HS2 Ltd confirmed that the Hitachi-Alstom joint venture is still contracted to deliver the fleet of 54 new trains, with no alterations made to the original order. They reiterated that ongoing collaboration with the manufacturer and the DfT is focused on finalising train designs ahead of production in Derby and Newton Aycliffe.
Why it Matters
The future of HS2 hangs in the balance as discussions on train capacity and operational efficiency evolve. The decisions made now will not only influence the immediate service landscape but also the long-term viability of the UK’s high-speed rail ambitions. Ensuring that HS2 can provide reliable, fast, and convenient services is crucial for addressing the pressing need for improved transport infrastructure and supporting economic growth across the regions. As stakeholders navigate these complexities, the emphasis must remain on delivering a world-class rail system that meets the demands of passengers well into the future.
