The recent intervention by the government in the Old Oak Common stalemate is a significant development in the HS2 project. This decision, made by Local Transport Minister Lilian Greenwood on behalf of Transport Secretary Heidi Alexander, brings to a close a four-year planning row. The dispute centered around the construction of a new station on the Great Western Main Line (GWML) and the need for a temporary lineside compound at the HS2 Old Oak Common site.
The compound, situated on Horn Lane, is adjacent to the GWML between Acton West Junction and Kensal Green Junctions. It will include a road rail access point (RRAP) and space for construction and logistics, supporting the broader work on the site to the east. This decision was not without challenges, as Planning Inspector Malcolm Rivett initially rejected the application in 2024 after an eight-month review, citing concerns over night-time noise, impact on local businesses, and Network Rail's flawed assessment of the nearby Hitachi Rail North Pole Depot.
Network Rail and HS2 Ltd argued that without permission, the entire HS2 project could be delayed by a minimum of one year, with significant cost impacts, reduced efficiency, and reputational damage. However, Rivett's decision was based on the inspector's conclusion that the North Pole Depot was more suitable than the Horn Lane site. The land acquisition process also presented complications, as part of it belonged to the Crown Estate, which could only be acquired via agreement, and the other tract of land was owned by the property developer Bellaview Properties Ltd (BPL).
The government and Network Rail responded by arguing that utilizing the North Pole site would compromise Hitachi's maintenance regimes for existing high-speed passenger fleets, leading to widespread service cancellations across the West of England. They emphasized the need for permission to proceed with assessments and the lack of viable alternatives for a permanent RRAP. This led to a conditional 'Minded to Approve' letter in January 2025, giving Network Rail six months to resolve legal issues.
The turning point came in late 2025 when Network Rail secured the voluntary transfer of the Crown Estate's land and proposed a site-sharing agreement with BPL, which was ultimately ruled in favor of the GWML-HS2 Interchange by the Department for Transport. This decision allowed the Transport and Works Act Order (TWAO) to proceed, despite initial objections. To mitigate local impacts, a strict environmental management plan was implemented, and railway operations were capped at 475 nights over a six-year period.
The minister's approval letter justified the TWAO, citing a compelling case in the public interest. To prevent further delays, the required notice period for land possession was reduced to six weeks, and Network Rail's temporary access powers were extended to January 2031. This intervention highlights the government's commitment to resolving obstacles in the HS2 project, ensuring its timely completion and the realization of its benefits.
In my opinion, this intervention is a strategic move by the government to address the challenges associated with the HS2 project. By overcoming the Old Oak Common stalemate, they demonstrate their determination to deliver a major infrastructure project that has been a long-standing ambition. This decision also showcases the importance of balancing development with environmental considerations, as the final approval includes a strict environmental management plan. The government's proactive approach to resolving legal and logistical issues is a positive step towards the successful completion of HS2, which will undoubtedly have a significant impact on the UK's rail network and transportation infrastructure.
