The Inland Waterways Association

Tag: HS2

  • IWA Welcomes HS2 Safeguarding Removal

    IWA Welcomes HS2 Safeguarding Removal

    Removal of the safeguarding for the cancelled rail development paves the way for the Measham Waterside housing development to proceed which includes restoration of 1100 metres of the Ashby Canal.  It will also simplify the Chesterfield Canal restoration at Staveley.

    The Ashby Canal restoration at Measham has been blighted by HS2 since 2014.  The original route cut through the middle of the planned housing estate, rendering it and the associated canal restoration unviable  This was amended in 2016 and again in 2017, and a further review promised in 2018, but then finally abandoned in 2023.

    The Chesterfield Canal could have been forced to build an extra lock and to deepen another planned lock to pass under the site of a former railway bridge to be reinstated as access to an HS2 depot, even though that had been subsequently abandoned.

    Phase 2b East (East Midlands to Leeds) was abandoned in 2021 and HS2 East (Kingsbury to East Midlands Parkway) cancelled in 2023, with all the safeguarding due to be removed by Summer 2024.

    IWA had written to the Rail Minister in February this year about the unnecessary delay and its effect on the two canal restoration projects, and welcomes this belated announcement.

    In a 6-Monthly Report to Parliament on 17 July, the Secretary of State for Transport said “I am today formally lifting the safeguarding directions for the former Phase 2b Eastern Leg (between the West Midlands and Leeds), removing the uncertainty that has affected many people along the former route.”

    For the abandoned Phase 2a (Fradley to Crewe) the planning safeguarding was largely lifted in January 2024 although the land and property acquired on the route has not yet been sold and the Act of Parliament for its construction remains in place.

    On the former Phase 2b West (Crewe to Manchester) route the safeguarding still remains pending future decisions on Northern Powerhouse Rail.

  • HS2 Select Committee Report Acknowledges IWA Concerns

    HS2 Select Committee Report Acknowledges IWA Concerns

    The HS2 (Crewe – Manchester) Bill Select Committee has published its First Special Report (19/7/2023).  It covers responses to individual petitioners, some traffic and design issues, and a major section on Ground Conditions in Cheshire.

    IWA’s correspondence on the subsidence risk to HS2 and the Trent & Mersey Canal is referenced several times in the report, and in its conclusions the Committee requires HS2 to “provide us with responses to the questions asked by the Inland Waterways Association”.

    IWA’s written evidence to the committee (Evidence on Route Selection & Subsidence Risk in Cheshire, 25/6/2023, published 11/7/2023) asked 9 questions about subsidence risk from the unstable ground in the Cheshire brine field, on matters that were not covered by or were insufficiently explained in response to other Petitioners’ evidence to the committee.  These cover the risks of HS2 construction reactivating historic areas of subsidence, and in particular where the route crosses the canal at Billinge Flash.

    IWA’s questions challenge assumptions about earthworks, drainage, differential subsidence, and future repairs.  IWA also proposed a local route modification that would avoid the major subsidence hazard around Billinge Flash, removing two of the three viaduct crossings of the canal between Middlewich and Broken Cross.  This would also provide significant cost savings and greatly reduce the visual and noise impacts of both construction and operation on the heritage, wildlife and recreational corridor of the Trent & Mersey Canal and its users.  The final question asks that HS2 fully investigate and consider the benefits of this proposed route modification.

    IWA awaits with interest the response from HS2 Ltd. to the critical questions and the constructive alternative route proposal, and to the Select Committee’s further deliberations when this and more information on ground investigations is published.

    [The photo shows Billinge Green Flash – by ‘Captain Wolf’]

  • HS2 & Integrated Rail Plans continue to threaten waterways

    HS2 & Integrated Rail Plans continue to threaten waterways

    The decision to scrap the Eastern Leg of HS2 between the East Midlands and Leeds in favour of upgrading existing routes is good news for several waterways that were threatened by the proposals.

    We have welcomed this in our submission to an Inquiry into the Government’s Integrated Rail Plan (IRP), which affects several waterways and canal restoration projects. However, we continue to be critical of the intention to press ahead with the Western Leg of HS2 2b. Additionally, there is a lack of detail on the Northern Powerhouse Rail (NPR) routes which may adversely affect other waterways.

    The IRP was published in November 2021.  It covers HS2 Phase 2b, NPR and some Midlands Rail Hub proposals and sets out the Government’s decisions on new high speed lines and major upgrades of the rail network in the North and Midlands over the next 30 years.

    Our submission was made in response to an invitation by the House of Commons Transport Select Committee to anyone concerned by the implications of the IRP and how it integrates with HS2.

    HS2 Phase 2b East

    Scrapping much of HS2 East avoids adverse impacts to several waterways including the Cranfleet Cut, Erewash Canal, Nottingham Canal, Chesterfield Canal, Sheffield & South Yorkshire Navigation, and Aire & Calder Navigation.  However, the “safeguarding” orders remain in place which means the Chesterfield Canal restoration at Staveley continues to be blighted by uncertainty, and we have called for this to be lifted.

    HS2 Phase 2b East will now end at East Midlands Parkway station but the IRP says nothing about its route through Measham which still threatens a large housing site that was set to contribute significantly to the restoration of the Ashby Canal.  The review of this route which was promised in 2018 should now be speedily completed to allow the restoration to proceed.

    HS2 Phase 2b West

    The IRP confirms the intention to proceed with HS2 Phase 2b West from Crewe to Manchester, which will have major impacts on the environment and heritage of the Middlewich Branch of the Shropshire Union Canal and on the Trent & Mersey Canal north of Middlewich. We have been critical of the engineering design of this route, crossing the Cheshire salt field with its unpredictable subsidence problems, and its poor integration with the NPR proposals for east-west connectivity. Therefore, we are advocating for progress on this route to be paused while new proposals are considered.

    New Transpennine Route

    The NPR proposals for a new Transpennine route have been cut back to upgrades of the existing route via Huddersfield to Leeds, with a new section of high speed line from Manchester to Marsden, east of Standedge tunnel.  But finding a new route through hilly terrain and dense built development will be a major challenge.  We have called for more information about the routes of new sections of NPR line, and where widening of existing lines outside the present railway land take is planned, which could impact several waterways.  They should also make clear if they plan to re-open the two original single track tunnels at Standedge, which would affect the current operational safety measures for the canal tunnel.

    Warrington to HS2 West

    Another section of high speed line is proposed between Warrington and a connection with HS2 West. This uses a freight line which crosses the St Helens (Sankey) Canal at low level on a former swing bridge which would permanently prevent its full restoration.  Either a raised crossing should be provided or if this is not feasible than a different route for NPR through Warrington Central should be considered.

    Protecting the Waterways from the worst effects of HS2

    We’re campaigning to protect canals and rivers from the damaging effects of HS2, especially where the tranquillity of the waterways is under threat. Our HS2 route changes have already reduced waterways crossings – saving the project £50 million – and we have secured agreement for a new canal restoration route, a new mooring basin, changes in viaduct designs and improved noise protection.

  • Protecting waterways along the HS2 Western Leg

    Protecting waterways along the HS2 Western Leg

    The HS2 Phase 2b Western Leg Design Refinement proposals affect the Middlewich Branch of the Shropshire Union Canal in the Wimboldsley area north of Crewe. Plans would also impact the Ashton Canal and Rochdale Canal in Manchester.

    We are working to protect all waterway routes from the project, regardless of their current navigation status, as well as from disruption during construction. As compensation for environmental and heritage damage, we are also campaigning for improvements to waterways as part of the works. We have previously proposed a review of the whole route of the Western Leg to integrate it with Northern Powerhouse Rail. The route needs to take better account of subsidence risks; the landscape, noise and heritage impacts on the Trent & Mersey Canal in the Dane valley north of Middlewich; and noise and visual impacts on the Middlewich Branch of the Shropshire Union Canal.

    Shropshire Union Canal, Middlewich Branch

    A rolling stock depot over about 4 km around Wimboldsley will affect the historic environment of the Middlewich Branch. This is in addition to three viaduct crossings of the canal between Park Farm and Yew Tree Farm. Users of the canal will be subject to construction and operational noise impacts of the depot. We want to see additional planted bunding in the plans, to help provide visual and noise screening in this area.

    Three viaduct crossings are proposed along the Middlewich Branch in the latest plans. These will impact on woodland habitats as well as the tranquility and character of the area. The viaducts will also impact on the setting of the historic canal bridge, Hughes Bridge 25, which is Grade II Listed. We successfully lobbied for a balancing pond near Park Farm to be removed to allow for more screen planting of the railway, but more changes are needed. Adverse visual and noise impacts need to be mitigated by sympathetic design of the viaducts and provision of noise barriers. To protect waterway businesses, We are also pushing for any stoppages during construction to be minimised. Stoppages should be avoided completely between March and October. In addition, the moorings, which will be lost under the viaducts should be compensated.

    The new Clive Green Lane Overbridge will be near the historic canal bridge, Clive Green Bridge 24. We want to see a design, which respects the architectural tradition of Shropshire Union Canal bridges. They should also provide a minimum 3m air draught clearance over the canal. We also want to see access to the canal towpath for pedestrians and cyclists from Clive Green Lane as part of the works.

    Ashton Canal & Rochdale Canal

    Proposed changes to increase the size of Manchester Piccadilly High Speed Station will bring it closer to the Ashton Canal. The main construction compound, road closures and works in the surrounding area will further affect the Ashton Canal and the Rochdale Canal.

    We want to see canal users included in noise assessments. We will continue to campaign for substantial noise fencing here to protect users and waterway habitats.

    Find out more about our HS2 campaign.

  • HS2 Phase 2b: the impact on the waterways

    HS2 Phase 2b: the impact on the waterways

    There needs to be greater attention to avoiding and mitigating environmental and community damage, including minimising impacts on the users, heritage and restoration of the inland waterways.

    The decision to scrap much of the Eastern Leg of HS2 Phase 2B is good news for the waterways along that route, however, we continue to be critical of the intention to press ahead with the Western Leg of HS2 2b.

    Our concerns raised in the previous consultations remain relevant but largely unanswered. They include some fundamental criticisms of the inadequate recognition of noise impacts on waterways, subsidence risks on the western leg route, and uncertainty for waterway restoration projects at Measham and Staveley.

    IWA’s major concerns are:

    • Landscape, noise and heritage impacts on the Trent & Mersey Canal in the Dane valley north of Middlewich
    • Noise and visual impacts on the Middlewich Branch of the Shropshire Union Canal
    • Threats, uncertainty and delay to the restoration of the Ashby Canal at Measham
    • Threats, uncertainty and blight to the restoration of the Chesterfield Canal at Staveley and Norwood

    Noise

    In particular, there has been a fundamental failure to acknowledge that waterway users are not just ‘transient’ but in many locations people live on boats for varying periods of time, and those places should be provided with noise mitigation to at least the same standards as would automatically apply to residential buildings at that location.

    Unlike buildings, however, boats cannot easily be retrofitted with double glazing, and their mobility and the outdoor lifestyle of boaters means that they are more dependent on external controls including noise fencing on viaducts and bridges, earth bunding and screen planting.

    IWA contends that wherever boats are permanently moored, or permitted to moor temporarily overnight or for a few days or months, they are likely to be occupied residentially and those locations should be protected by noise mitigation to residential standards.

    Whilst the design of bridges and viaducts is important, the minor additional visual impact of noise fencing should not be used as an excuse to deny the major audible benefits that it can provide.  To static boat residents or waterway users encountering HS2 at walking pace it will in the long term be the operational noise that most impacts and disrupts their lifestyle and activities.