HS2
has
been
given
a
‘red’
rating


by
the
Infrastructure
Projects
Authority,
which
means
that
the
London
to
Birmingham
and
Birmingham
to
Crewe
sections
are
considered
to
be
‘unachievable’.

The
definition
continues:
‘There
are
major
issues
with
project
definition,
schedule,
budget,
quality
and/or
benefits
delivery,
which
at
this
stage
do
not
appear
to
be
manageable
or
resolvable.
The
project
may
need
re-scoping
and/or
its
overall
viability
reassessed.’

It
is
the
latest
hurdle
in
the
path
of
HS2,
where
construction
has
been
under
way
for
some
years.
The
project
received
another
setback
when
work
at
London
Euston
was
‘paused’
for
at
least
24
months
in
March
this
year.
Birmingham
to
Crewe
has
also
been
delayed
by
two
years,
again
to
reduce
costs.

The
project’s
chief
executive
Mark
Thurston
also
resigned
in
July,
and
will
be
leaving
HS2
Ltd
in
October. 

However,
the
Crewe
to
Manchester
section,
Phase
2b,
has
achieved
a
less
severe
‘amber’
score,
which
means
‘Successful
delivery
appears
feasible
but
significant
issues
already
exist,
requiring
management
attention.
These
appear
resolvable
at
this
stage
and,
if
addressed
promptly,
should
not
present
a
cost/schedule
overrun.’

HS2
Ltd
said
construction
was
now
hitting
a
peak,
with
‘work
intensifying
and
huge
civil
engineering
structures
taking
shape
along
Phase
One
of
the
route’,
in
preparation
for
the
launch
of
services
in
the
early
2030.

The
Department
for
Transport
added:
‘We
remain
committed
to
delivering
HS2
in
the
most
cost-effective
way
for
taxpayers.
HS2
will
bring
transformational
benefits
for
generations
to
come,
improving
connections
and
helping
grow
the
economy.’

However,
critics
have
highlighted
the
pessimistic
ratings
for
Phase
1
and
Phase
2a
as
a
further
reason
for
cancelling
the
project.

Lord
Tony
Berkeley,
who
has
been
opposing
HS2,
said:
‘It
should
be
cancelled
tomorrow.
This
is
the
Treasury’s
own
report
telling
them
that
the
scheme
is
unachievable.
What
more
evidence
do
they
need?
Everyone
knows
the
money
would
be
so
much
better
spent
on
improving
the
existing
rail
infrastructure
–
particularly
Northern
Rail.
Someone
just
needs
to
take
the
decision.’