The proposal for a new Midlands-North West Rail Link (MNWRL) by Greater Manchester mayor Andy Burnham and West Midlands mayor Richard Parker aims to address inadequate rail connectivity between the two regions.
- The MNWRL is presented as a replacement for the cancelled HS2 North, with three concepts: upgrading existing lines, a mix of upgrades and bypasses, and a completely new railway.
- Concept C, a new railway, is seen as the most feasible option, providing the greatest network capacity and being more deliverable than its counterparts, according to the mayors’ report.
- Several issues persist, including speed reductions, track type changes, and British standards specifications, all of which could potentially impact the cost and efficiency of the project.
- Independent rail consultant William Barter highlights potential complications in the plan, including issues with routes, connections, and the need for additional infrastructure in Manchester.
Greater Manchester mayor Andy Burnham and West Midlands mayor Richard Parker have spearheaded a proposal for the Midlands-North West Rail Link (MNWRL) aimed at bridging the current rail service gap between Birmingham and Manchester. This proposal emerged following the cancellation of the High Speed 2 North line. The plan outlines three potential concepts, with an entirely new railway line, referred to as Concept C, being the top preference due to its ability to vastly improve network capacity and its relative cost-effectiveness compared to the original HS2 project.
The MNWRL proposal is bolstered by a consortium including Arup, Addleshaw Goddard, Arcadis, EY, Mace, Skanska, and Dragados. This collaborative effort reflects a comprehensive approach to create a viable alternative after the HS2 North cancellation. Major challenges remain, including achieving a balance between new development and existing infrastructure upgrades.
Independent rail consultant William Barter has critically assessed the feasibility of the proposed concepts. Concept A, which suggests upgrading the existing infrastructure, is deemed unfeasible due to a significant bottleneck in a tunnel under National Trust’s Shugborough Estate and requires extensive reconfiguration. On the other hand, Concept B, combining upgrades with bypasses, while more feasible, would necessitate new land purchases, potentially delaying the project.
Preferred by both the mayors and Barter, Concept C proposes a new railway that aligns closely with HS2 Phase 2 but at a reduced cost of 60-75% of the initial HS2 estimate. Concept C benefits from existing land purchase powers, accelerating its progression if timely action is taken before 2026. However, despite being the most practical option, issues such as speed reductions and increased operational costs due to extended journey times must be addressed.
Significant cost-saving measures are proposed, such as reducing train speeds from 360-400km/h to 300km/h, which purportedly lessens expenses but extends travel time by approximately 15 minutes compared to HS2. Barter, however, estimates a lesser time loss and warns that even minor journey delays could lead to inefficiencies, requiring additional rolling stock and crews, subsequently raising operating costs.
The proposal also includes a change from slab track, utilised in HS2, to conventional ballasted track. While initially cheaper, ballasted track incurs higher long-term maintenance costs. Barter emphasises the advantages of slab track, particularly for stability in tunnels and viaducts, suggesting a possible reconsideration of track type.
Adopting British gauge standards instead of European ones potentially reduces costs by minimising infrastructure modifications and enhancing compatibility with existing networks. Barter agrees to use the UK gauge, citing improvement in train-platform interactions and overall simplification.
The MNWRL’s northern extension towards Manchester is another focal point. The report recommends integrating the MNWRL with the Northern Powerhouse Rail (NPR) to better connect services from Birmingham towards Manchester Piccadilly. This integration could help avoid future costly modifications, but Barter notes uncertainties on approach payments between High Legh and Manchester Piccadilly could complicate the project.
Additionally, unresolved plans around the Crewe connection persist. Barter advises linking MNWRL with existing routes through Crewe station without bypass tunnels to save costs, though this could extend travel times. Potential adjustments to speed restrictions at Crewe could mitigate these delays, presenting a practical yet economical approach.
Moving forward, mayors Burnham and Parker urge for government intervention to establish a steering group and attract private investment, aiming for financial and technical refinements to progress the MNWRL. The Department for Transport (DfT) reassures its commitment to enhancing Northern rail connectivity in partnership with regional leaders, as part of its broader infrastructure initiatives.
The MNWRL proposal, though promising, faces significant challenges requiring strategic planning and cooperation for successful implementation.
