The IRP included £100 million for work to look at the most effective way to run HS2 trains to Leeds, including understanding the optimal solution for capacity at Leeds station, and starting work on the West Yorkshire Mass Transit System.

We intend to publish the terms of reference for the HS2 to Leeds Study soon, which will provide more information on the options under consideration.

At the HS2 exit doors, deployable gap fillers extend from the train to provide step-free access. The deployable gap filler has a nominal height of 1135mm above top of rail. This height can vary between 1115mm and 1135mm depending on vehicle movements and loading condition. New HS2 station platforms are being built at 1115mm above top of rail. At existing stations visited by HS2 trains, the nominal platform height is 915mm above top of rail, but with variability due to local conditions.

The Manchester Piccadilly High Speed Station – Design of an Alternative Underground Station was placed in the Libraries of both Houses on 27 June. The report is also publicly available on the HS2 Ltd website.

The High-Speed Rail (Crewe-Manchester) Bill deposited in parliament on 24 January set out the Government’s commitment for a surface station. The Bill does not contain plans for an underground station and the Government continues to consider that an enlarged (6-platform) surface station can meet requirements at substantially lower cost and construction impact than underground alternatives. These views are reflected in the Bill that has been deposited in parliament.

The High-Speed Rail (Crewe-Manchester) Bill Business Case and Overarching Estimate of Expense provide key cost estimates for the Phase 2b Western Leg.

The Manchester HS2 station project is for a surface station located on the same level as the existing Piccadilly Network Rail station. The HS2 surface station is based on a 6-platform surface station and will be accessed by a tunnelled route until the station approach. The Government is intent on working with HS2 Ltd to limit the level of disruption throughout construction.

HS2 Ltd expect the disruption to the Metrolink Ashton Line to last for around two years during which a bus replacement service will be provided between Ashton Cole and Manchester Piccadilly.

It is unlikely that existing conventional British passenger trains would be able to use the HS2 platforms. HS2 platforms are offset further from the track than the conventional network and trains will therefore need a deployable step to bridge the gap from the train to the platform. The HS2 rolling stock, which is being procured to be compatible with the conventional network, has such a step. The only British trains with similar deployable steps (built for Merseyrail, Greater Anglia and Transport for Wales) are designed for a 915mm platform, so would have a step up to an HS2 platform. All other conventional trains would have an unacceptably large horizontal gap to an HS2 platform. Existing conventional compatible stock is unlikely to comply with other HS2 standards which might prevent access to the HS2 network. Future procurements of rolling stock on the conventional network could be compatible with HS2 infrastructure and platforms if the train is specified to meet HS2 standards and has a deployable step.

The rolling stock currently procured by HS2 Ltd will be capable of using the standard British Network Rail station platforms without modifications.

(1) The following HS2 stations will have a platform height of 1115 mm: Euston, Old Oak Common, Birmingham Interchange, Curzon Street. Subject to Royal Assent of draft legislation currently before Parliament, Manchester Airport and Manchester Piccadilly will have the same height.

(2) On the conventional network the Rail Safety and Standards Board (RSSB) standards specify a nominal height of 915mm. Platform heights may vary due to maintenance and historic reasons. Please note that the Crossrail central core and the Heathrow Express both have platforms at 1100mm to facilitate level boarding.

An existing, standard British train would not be compatible with HS2 platforms due to the larger offset and height. Future procurements of ‘standard’ trains would need to adopt the same deployable step arrangement as HS2’s rolling stock to be compatible with both platform positions. If comparing (a) an HS2 train at an 1115mm HS2 platform and (b) a standard train at a 915mm conventional platform, HS2 Ltd predicts that boarding and disembarking for the HS2 train at the 1115mm platform would be up to 30% quicker than the standard train at the 915mm platform given comparable intercity rolling stock and door arrangements. This is because existing intercity trains require two steps upwards from platform to step, and step to vestibule. HS2 trains and platforms will have near-level boarding with only a shallow ramp from platform to vestibule.

The 54 trains contracted will be able to operate on the HS2 infrastructure as well as the conventional network primarily to serve the routes on the West Coast.

The exact train service will be defined at a later date by the West Coast Partner.

The stations on the HS2 infrastructure will offer street to train seat step free, with a platform height of 1115mm.

The Government remains supportive of a HS2 station at Manchester Airport, however the construction of this station and its inclusion in the final scheme remains subject to agreeing an appropriate local funding contribution. The Department have been, and continues to, work positively with Greater Manchester Local Authorities and Manchester Airport Group (MAG) on this matter.

The Interchange station cost estimate has not increased and remains within the allocated budget, as confirmed when the HS2 project was reset in February 2020 following conclusion of the Oakervee Review and the adoption of an updated cost baseline (Baseline 7.1).

At Baseline 7.1 adoption, the point estimate for Interchange station was £274m in Q3 2019 prices. This estimate excluded risk exposure and optional scope. The recently announced figure of £370m is the Baseline 7.1 estimate inflated to Q1 2022 prices (the date of Contract Award) with the addition of its contingency allowance, which is derived from the overall HS2 Ltd risk exposure allowance, also confirmed at Baseline 7.1 adoption. The £370m figure also contains provision for optional scope to maximise and facilitate local development plans around the station. This updated estimate does not affect the overall budget, or contingency, of the HS2 project and station delivery remains within its cost allocation and is proceeding to schedule.

No decisions have been made on the exact HS2 train service that will operate to and from Old Oak Common. The Department for Transport has appointed West Coast Partnership Development to analyse passenger demand and present options for train service patterns that best allow this demand to be met with the available infrastructure. The Secretary of State will decide on the preferred option, once it has been subject to a consultation, nearer to the time that HS2 opens.

The Full Business Case for Phase One was approved in April this year and included a robust cost-benefit analysis using the latest cost and schedule estimates. The Government has also committed to keeping Parliament regularly updated on HS2 delivery against those cost and schedule estimates, and the first Parliamentary Report published in October provides the latest figures.

The Department is working with colleagues across Government to understand and assess the pandemic’s impact on transport demand and on the wider economy, and how this will affect existing and future business cases for transport infrastructure investment.

In response to the Oakervee Review conclusions, the Department for Transport has commissioned a study looking into the design and construction efficiency of the future Euston station as a whole. A further update on the outcomes of this work will be reported in the next HS2 Parliamentary Report.

There are no current plans to permanently terminate HS2 services at Old Oak Common. HS2 Ltd’s latest advice indicates that no more than 6 trains per hour can reliably be operated from Old Oak Common as a temporary terminus, whilst Euston is being completed, under the current Old Oak Common station design.

The Phase One trunk section is being constructed with the capability to operate up to 18 trains per hour and the Government remains committed to bringing the benefits of high speed rail to the East Midlands, Yorkshire and beyond. The Integrated Rail Plan will consider how Phase 2b of HS2 can be delivered with other major rail investments in the North and Midlands to ensure these are scoped and designed as part of an integrated network, and to make sure people see the benefits of better services more quickly.

In response to the Oakervee Review conclusions, the Department for Transport has commissioned a study looking into the design and construction efficiency of the future Euston station as a whole, including considering options to simplify the HS2 approaches into the station. The study is ongoing and the selection of an optimised design and delivery strategy, will include consideration of all relevant engineering and operational factors.

Advice from HS2 Ltd is that no more than 6 trains per hour can reliably be operated from Old Oak Common within the existing station design. There are no current plans to consider terminating all HS2 services at Old Oak Common.

The proposed height of station platforms above rail for dedicated HS2 train platforms has been designed to ensure level access for all passengers. It does not comply with the current EU Technical Specification for Interoperability regarding platform heights. However, the HS2 network does comply with the relevant EU (‘GC’) loading gauge. No derogation has been applied for as this is not needed at this stage. Further consideration will be given to whether it is necessary to apply for a derogation, depending on the extent to which EU legislation applies in the UK at the point when the platforms are put into use.

There are no stations that will be served by Crossrail 1 trains that have a station platform height of 1000mm or 750mm.

The Crossrail rolling stock contract is held and managed by Transport for London (TfL), and therefore any conversations with train manufacturers regarding the specification of the Elizabeth line trains are a matter for TfL. However, Crossrail Limited have provided the Department with a summary of their findings concerning the possible use of trains with floor heights lower than 1100mm. Crossrail Limited identified significant problems that would have impacted upon the design of the train, such as a widening of the gauge profile which would result in unacceptable infringements on gauge clearances at legacy platforms.

As the future operator of the Elizabeth line, the operating costs for stations are a matter for TfL.

Crossrail 2 is under development. Detailed design requirements including platform heights will be considered as development progresses.

There are no stations that will be served by Crossrail 1 trains that have a station platform height of 1000mm or 750mm.

The Crossrail rolling stock contract is held and managed by Transport for London (TfL), and therefore any conversations with train manufacturers regarding the specification of the Elizabeth line trains are a matter for TfL. However, Crossrail Limited have provided the Department with a summary of their findings concerning the possible use of trains with floor heights lower than 1100mm. Crossrail Limited identified significant problems that would have impacted upon the design of the train, such as a widening of the gauge profile which would result in unacceptable infringements on gauge clearances at legacy platforms.

As the future operator of the Elizabeth line, the operating costs for stations are a matter for TfL.

Crossrail 2 is under development. Detailed design requirements including platform heights will be considered as development progresses.