二号高速铁路
摘要
    二号高速铁路是一条计划中的连接英国伦敦，伯明翰，东米德兰郡，利兹和曼彻斯特的高速铁路。它将成为继连接伦敦与英法海底隧道的一号高速铁路之后英国第二条高速铁路。线路将被建设为“Y”型，伦敦位于“Y”的底部，伯明翰位于中部，利兹位于右上部，曼彻斯特位于左上部。计划中，第一阶段的工作将于2017年开始，于2026年连接伯明翰，在2027年连接位于左分支线上的克鲁，并将于2033年全部完工。
卡莱尔，爱丁堡，格拉斯哥，利物浦，纽斯卡尔，普雷斯顿，谢菲尔德和约克将会被既有普速铁路线以及城市边缘的新车站连接到二号高速铁路的线网。二号高速铁路项目由HS2有限公司开发，一个拥有由英国政府授予的特许经营权，以及一个耗资560亿英镑的项目。从伦敦尤士顿车站始发的线路高峰时段容量将是线路开通前的三倍，从11300人次增长到34900人次。
线路将分两期建设。一期工程是从伦敦到西米德兰郡，二期工程西米德兰郡到利兹和曼彻斯特。二期工程又分为两个部分，2a部分从西米德兰到克鲁，2b部分将会将线路由克鲁延长至曼彻斯特，以及从西米德兰延长至利兹。政府关于二号高速铁路的决策即将通过议会程序批准。
虽然议会已经批准了首两期工程的建设，线路的细节计划和路线还没有被正式确认，并且仍在协商核不断修改中。例如，通往希斯罗机场的支线在2015年被一二号高速铁路联络线取代病从整体规划中删除，与此同时克鲁高速铁路枢纽被增加进入整体规划。奔宁山脉两侧的路段使用了便于改造的设计，以容纳三号高速铁路利用二号高速铁路的路轨。
1.历史
总20世纪80年代开始，高速铁路网在欧洲开始大规模建设与扩张，包括法国，西班牙和德国这几个成员国。大规模投资建设运营速度超过270km/h的新线路。到2009年，已有5600km的高速铁路线在欧洲投入使用，并且有3480km的线路在建设中，以及8500km的线路被规划。
高速铁路从2003年的连接伦敦和英法海底隧道的一号高速铁路开始在英国出现。建设第二条高速铁路的计划是由英国政府在2009年提出的，由于西海岸干线的容量限制，其运能将在2025年达到满负荷。大部分英国的铁路系统由维多利亚时期建设的线路组成，其最高运行速度被限制在200km/h以下。在2009年1月，一份由英国交通部发布的报告显示，十年内英国的铁路客运量和货运量将分别增长50%和40%，该文件同时也指出了多处铁路基础设施存在的问题。该报告指出新的高速铁路线需要被建造以解决这些问题，同时也提供了多种方案及评估，其中就包括了新建从伦敦至西米德兰铁路的最佳的初始选线。
2.线路
一期工程—伦敦至西米德兰郡
一期工程是一条自伦敦尤士敦车站向西北方向出发到斯塔福德郡的利奇菲尔德的北部，在那里有通往西海岸干线的联络线。线路从伯明翰东郊通过，设有通往计划新建的伯明翰柯曾街站的支线。这期工程将提供通往西英格兰以及利用兼容既有线路和高速铁路的列车通过二号高速铁路和西海岸干线通往苏格兰的直通车服务。
根据2010年3月提出的方案，从伦敦尤士敦车站出发后的大部分线路将建设在隧道中，在伦敦帕丁顿站西侧设置一个和维多利亚线的换乘站，然后沿着新北方干线通过西鲁斯利普，再通过一段4km的高架桥沿着奇尔特恩干线上跨大联盟运河以及科恩河，然后再新建一条10km的隧道从M25高速公路到阿牧舍姆。出隧道后，线路将与既有A413公路和伦敦至艾尔斯伯里线平行，通过47km宽的奇尔特恩山风景名胜区，紧贴着大米森登的东侧，沿着温多佛向西到达艾尔斯伯里。通过艾尔斯伯里后，线路将沿着艾尔斯伯里至佛尼联络线，在昆顿路北侧接入该线，然后直接向西北通过农田，经过白金汉郡，牛津郡，南北安普顿郡，华威郡和斯塔福德郡，通往本期工程位于利奇菲尔德接入西海岸干线的终点。在二期工程通车前，可通过高速铁路与既有线贯通运行提供服务。
克鲁高速铁路枢纽
HS2公司提出了在克鲁接轨站建设高速铁路枢纽的计划。克鲁接轨站是一个重要的铁路枢纽，连接周边共六条既有线，包括苏格兰及利物浦方向，伯明翰及伦敦方向，切斯特方向，萨罗普方向，舒兹伯利方向，斯托克及曼彻斯特方向。其建设目的是为了让从二号高速铁路上驶离的列车通过高速铁路枢纽进入既有线而无需通过既有线的咽喉区以保持高速行驶。建设该枢纽的优势在于更多的地区和城市可以利用既有线连接如高速铁路，实现总体上旅行时间的大大缩短。一个新的车站也被计划作为这个高速铁路枢纽的一部分。目前的目标是让原属2a期工程的从伯明翰到克鲁的高速铁路线以及克鲁高速铁路枢纽并入一期工程的建设计划。在2015年的11月，HS2公司宣布将克鲁高速铁路枢纽的完工时间提前至2017年。计划中的枢纽将位于既有车站的旁边，将提供从高速线列车换乘至从克鲁发散出去的既有线列车的便利。一条从克鲁站北侧连接二号高速铁路和西海岸干线的联络线也被考虑兴建。这将使高速列车可以经由高速铁路枢纽再驶入既有的西海岸干线。
二期工程—西米德兰郡至曼彻斯特和利兹
二期工程将建设两条从伯明翰沿着奔宁山脉两侧北行的支线，共同组成“Y”型线网。二期工程又分为两个部分，2a期工程和2b期工程。2a期工程是“Y”型线路的西支从利奇菲尔德到克鲁，而2b期工程是二期工程剩下的其他部分。在2016年的11月，二期工程的计划被政府批准，与此同时线路也被确定。
二期工程的西支线
“Y”型路网的这一路段从利奇菲尔德向北接入西海岸干线既有线，以提供前往苏格兰的列车服务，同时还有一条通往曼彻斯特皮卡迪利站的支线。一条从克鲁接入西海岸干线的支线让列车可以利用64km的既有线驶入利物浦石灰街站。
二期工程的东支线
“Y”型路网的这一路段从伯明翰东部的科尔斯希尔分叉，在抵达约克前接入北行的东海岸干线既有线以提供前往苏格兰和英格兰东北部的列车服务。
未来计划—利物浦、纽斯卡尔、苏格兰
目前，还没有明确的计划于向利兹和曼彻斯特以北延长高速铁路线。高速列车可以利用既有线抵达某些目的地，但其速度将大打折扣。
3.和其他铁路线的连接
既有铁路干线
在二号高速铁路设计中的一个很关键的亮点就是与普速既有线的联络线将会被包括在内。这一设计将会允许能够兼容高速铁路线和时速200km/h以下普速既有线的列车贯通运行。这将会允许高速列车驶离高速铁路线后任能够运行至只有普速既有线服务的目的地，例如利物浦，格拉斯哥，爱丁堡以及纽斯卡尔。而联络线则将设置在二期工程中的几处铁路立交。
一号高速铁路
二号高速铁路进入伦敦后的规划走线将会使得该线路非常靠近将终点站设在圣潘克拉斯车站的既有的一号高速铁路。在两线间隔最小处，直线距离仅有640米。交通部最初列出的计划是连接两线，以实现从北英格兰方向驶来的二号高速铁路列车可以跨越尤士敦车站从而直接连接一号高速铁路。这样联络两线可以实现从曼彻斯特，利兹和伯明翰至巴黎，布鲁塞尔以及其他欧洲大陆目的地的直达列车服务，从而实现欧洲之星区域化的目标。
数种可行的方案被提出并研讨。在2010年的政府文件中这样写到：…新的英国高速铁路网应该通过一号高速铁路和英法海底隧道车连接到更大的欧洲高速铁路网当中。这个目标应该通过连接尤士敦和圣潘克拉斯车站的捷运系统以及直接连接到一号高速铁路来实现。
4.规划建设的车站
伦敦市中心
在2010年3月的计划中，二号高速铁路的起点将会设置在重建后的尤士敦车站。该车站将向西南方向扩建，并将有大规模的改造。将有24个站台服务往米德兰方向的普速以及高速列车，同时包括6条地铁线路的车站。在西伦敦的老橡树站与crossrail维多利亚线换乘旨在缓解由于高速铁路开通对尤士敦站造成的额外压力，尽管尤士敦地铁站将重建，并且实现与尤士敦广场地铁站的一体化。一个连接尤士敦站和圣潘克拉斯以及国王十字车站的叫做people mover的捷运系统将可以和规划中的crossrail二号线共同应对不断增长的客流需求。
西伦敦
    2010年三月的一份报告指出，所有的列车都将停靠crossrail维多利亚线位于老橡树附近，帕丁顿站和阿克顿干线之间的换乘站。该站提供换乘至crossrail维多利亚线，希斯罗特快，以及大西部干线通往希斯罗机场，西南英格兰和威尔士南部。
该站同时也提供换乘至伦敦地上铁，南方铁路公司的北伦敦线和西伦敦线，以及伦敦地铁的中央线。
伯明翰换乘中心
    2010年三月的报告计划在索力哈尔的郊区新建一个伯明翰换乘中心站。该站位于M42高速公路的一侧，而另一侧则是国家会展中心，伯明翰国际机场和伯明翰国际车站。换乘至另一侧则将由一条捷运系统连接。而一个叫做AirRail的捷运系统已经将伯明翰国际机场与伯明翰国际车站连在了一起。
二号高速铁路是增加机场航班量的一个重要元素，可以吸引伦敦和东南地区的居民为客源。二号高速铁路将伯明翰机场到伦敦的旅行时间减少到了小于40分钟。
伯明翰市中心
    新街站，这个服务伯明翰中心城区的主要车站，被认为是满负荷运行，已经没有能力再承担新的高速铁路服务。 一个在政府报告中被称作伯明翰柯曾街站，在HS2公司内部被称作伯明翰费兹利街站的新的车站，将会被建设在摩尔街车站的旁边，用以服务高速铁路。它将由伯明翰换乘中心通过一个三角线引出的支线连接。
目前没有任何计划让柯曾街站被用于其他铁路服务，但车站将会紧邻摩尔街站，并且与之直接连接。而与新街站则可利用一条捷运线，实现两分钟内到达。新街站和摩尔街站之间的步行道路以及被计划重建，包括在东出站口新建一座步行天桥。另一个市中心的车站，雪山站，就在摩尔街数分钟的行程开外。
克鲁
二号高速铁路将会穿越斯塔福德郡和柴郡。线路将会通过一条隧道从克鲁铁路枢纽下方穿过。然而，二号高速铁路将需要利用克鲁铁路枢纽南侧的咽喉区来连接西海岸干线，使得可以兼容既有线的列车离开高速线停靠既有的克鲁站。

HIGH SPEED 2

Abstract

High Speed 2 (HS2) is a planned high-speed railway in the United Kingdom linking London, Birmingham, the East Midlands, Leeds and Manchester. It would be the second high-speed rail line in Britain, after High Speed 1 (HS1) which connects London to the Channel Tunnel. The line is to be built in a "Y" configuration, with London on the bottom of the "Y", Birmingham at the centre, Leeds at the top right and Manchester at the top left. Work on the first phase is scheduled to begin in 2017, reaching Birmingham by 2026, Crewe on the left leg of the "Y" by 2027, and fully completed by 2033.
Carlisle, Edinburgh, Glasgow, Liverpool, Newcastle, Preston, Sheffield and York will be linked to the network by HS2 trains running over existing slower tracks or edge-of-town HS2 stations. The HS2 project is being developed by High Speed Two (HS2) Ltd, a company limited by guarantee established by the UK government and has a projected cost of £56 billion. Peak hour capacity leaving Euston will more than triple once HS2 is running, increasing from 11,300 to 34,900.
The project is to be built in two phases. Phase 1 is from London to the West Midlands and phase 2 from the West Midlands to Leeds and Manchester. Phase 2 is split into two sub-phases. Phase 2a is from the West Midlands to Crewe. Phase 2b will extend the project from Crewe to Manchester, and the West Midlands to Leeds. The government’s decision will go through the parliamentary process for approval.
Although Parliament has approved the first two phases of construction, precise details of the plan and route have not been formalised, and are still open to negotiation and change. For example, the spur to Heathrow airport was dropped from the whole scheme in 2015, as was the HS1 to HS2 link, while the Crewe Hub has been added to the scheme. The sections either side of the Pennines are open to amended design to accommodate HS3 using sections of HS2 track.
 
 

1.History

High-speed rail has been expanding across Europe since the 1980s, with several member countries – notably France, Spain and Germany – investing heavily in new lines capable of operating at over 270 km/h (170 mph). In 2009 there were reportedly 5,600 km (3,480 mi) of high-speed line in operation in Europe; a further 3,480 km (2,160 mi) were under construction and another 8,500 km (5,280 mi) were planned.
High-speed rail arrived in the United Kingdom with the opening in 2003 of the first part of High Speed 1 (then known as the 108 km (67 mi) Channel Tunnel Rail Link) between London and the Channel Tunnel. The development of a second high-speed line was proposed in 2009 by the United Kingdom Government to address capacity constraints on the West Coast Main Line railway, which is forecast to be at full capacity in 2025. Most of the rail network in Britain consists of lines constructed during the Victorian era, which are limited to speeds no greater than 200 km/h (125 mph). A document published by the Department for Transport in January 2009 described an increase of 50% in rail passenger traffic and an increase of 40% in freight in the preceding ten years in the UK and detailed several infrastructure problems. The report proposed that new high-speed lines be constructed to address these issues and, following assessment of various options, concluded that the most appropriate initial route for a new line was from London to the West Midlands.

2.Route

Phase 1 – London to the West Midlands
Phase one is a north westerly route extending from London Euston to just north of Lichfield in Staffordshire where the line branches onto the northbound classic WCML. The line skirts the east of Birmingham with a branch to the proposed new Birmingham Curzon Street station. The phase will provide services to the North West of England and Scotland via a combination of HS2 and the WCML track using classic compatible trains.
As proposed in March 2010, the line would run from London Euston mostly in a tunnel, to an interchange with Crossrail west of London Paddington, then along the New North Main Line (Acton-Northolt Line) past West Ruislip and alongside the Chiltern Main Line with a 4.0 km (2.5 mi) viaduct over the Grand Union Canal and River Colne, and then from the M25 to Amersham in a new 10 km (6 mi) tunnel. After emerging from the tunnel, the line would run parallel to the existing A413 road and London to Aylesbury Line, through the 47 km (29 mi) wide Chiltern Hills Area of Outstanding Natural Beauty, passing close by Great Missenden to the east, alongside Wendover immediately to the west, then on to Aylesbury. After Aylesbury, the line would run alongside the Aylesbury–Verney Junction line, joining it north of Quainton Road and then striking out to the north-west across open countryside through North Buckinghamshire, Oxfordshire, South Northamptonshire, Warwickshire and Staffordshire terminating the phase at Lichfield with a connection onto the WCML. The line would be operative and trains moving onto the classic track WCML while phase 2 is built.
 
High-speed Crewe hub
HS2 Ltd, proposed a high-speed hub at the Crewe junction. Crewe is currently a major rail junction with six radiating classic lines to: Scotland/Liverpool, Birmingham/London, Chester, Shrewsbury, Stoke and Manchester. The intention is for high-speed trains to run off the northbound HS2 line into the high-speed hub and out onto classic lines without passing though the bottleneck of the existing Crewe station, maintaining high line speeds. The hub's advantage is that many more regions and cities can be accessed via a combination of HS2 and classic lines, giving overall superior journey times. A new station is proposed as a part of the high-speed hub. The aim is to have the HS2 line from Birmingham to Crewe, which is in Phase 2a of the project, and the high-speed Crewe Hub, incorporated in the Phase 1 construction plan. On November 2015 it was announced that completion of the Crewe hub would be brought forward to 2027.
The proposed hub is to be located at the site of the existing station, which will access all classic lines radiating from Crewe. A branch from HS2 to the WCML north of Crewe is being considered. This will enabled trains to pass under and by-pass the high-speed hub and run onto the WCML.
 
Phase 2 – West Midlands to Manchester and Leeds
Phase two will create two branch lines from Birmingham running north either side of the Pennines creating a "Y" network. Phase 2 is split into two phases, phase 2a and 2b. Phase 2a is the section from Lichfield to Crewe on the western section of the "Y" and phase 2b the remainder of phase 2. In November 2016 the plans were approved by the Government and the route was confirmed.
 
The western section:
This section of the "Y" route extends north from Lichfield connecting to the northbound classic WCML at Bamfurlong south of Wigan taking services to Scotland, with a branch to the existing Manchester Piccadilly station. A branch onto the WCML at Crewe takes trains on classic track 64 km (40 mi) forty miles into Liverpool.
The eastern section:
This section of the "Y" branches at Coleshill to the east of Birmingham and routes north to just before York where it connects onto the northbound classic ECML projecting services to the North East of England and Scotland. The line from Birmingham northbound will incorporate the proposed East Midlands Hub located at Toton between Derby and Nottingham. The East Midlands Hub will serve Derby, Leicester and Nottingham. The initial plan was for the line to serve Sheffield directly via a new raised station adjacent to Tinsley Viaduct, near to Meadowhall Interchange. This met with opposition from Sheffield Council, which lobbied for the line to be routed via a spur to the site of the former Sheffield Victoria Station. It was claimed that the initial proposed route, which incorporated a viaduct 6 tracks wide along a two mile long viaduct across the Don valley would have sat on a major geological fault with flooded historic mine workings below. Sheffield Council's alternate route was rejected in favour of a route along existing tracks. The new proposed route is to connect the HS2 route to existing lines near to Clay Cross, in Derbyshire, going via Sheffield station before rejoining HS2 east of Grimethorpe. A branch will take the line to new high speed platforms constructed onto the side of the existing Leeds station. Consultation on the route is planned to take place in 2014, with the line is expected to be built by 2033. The Leeds branch would diverge just north of Coleshill and head in a north-easterly direction roughly parallel to the M42 motorway. A high speed spur line will serve Leeds, with the main line of the branch heading north-east to meet the East Coast Main Line near York.
The Manchester branch would be an extension of the Phase 1 line north of Lichfield beyond the connecting spur to the West Coast Main Line (WCML). The line will continue north, with a second connection to the WCML at Crewe junction. A high-speed station will not be built at Crewe. At Millington in Cheshire, the line will divide at a triangular junction, with the Manchester branch veering east, a connecting spur to the West Coast Main Line and a third line linking the Manchester branch to the West Coast route. Close to Manchester Airport, the route will enter a 16-kilometre (10 mi) tunnel, emerging at Ardwick where the line will continue to its terminus at Manchester Piccadilly.
The route to the West Midlands will be the first stage of a line to Scotland, and passengers travelling to or from Scotland will be able to use through trains with a saving of 45 minutes from day one. It was recommended by a Parliamentary select committee on HS2 in November 2011 that a statutory clause should be in the bill that will guarantee HS2 being constructed beyond Birmingham so that the economic benefits are spread farther.
 
Possible South Yorkshire Hub
Changes were made to the eastern leg of the HS2 "Y" route through South Yorkshire with Meadowhall on the outskirts of Sheffield being dropped from the scheme. The city of Sheffield will be served directly to its city centre at Sheffield Midland station, which will be accessed via classic track via Chesterfield to the south of the city, which will branch onto HS2 track to the south of Chesterfield. There are suggestions for a new 'South Yorkshire Hub' station to be built to replace Meadowhall. However the current plans have no firm proposals. The proposal is a future hub near Thrunscoe, Rotherham or Dearne Valley. The plans were backed by Sir David Higgins on the 13th December 2016 and would see a new South Yorkshire Parkway Station.
The Transport Document, released in July 2016, stated:
As mentioned above, I also believe that HS2 should carry out a study to make recommendations to the Secretary of State on the potential for a parkway station on the M18/Eastern leg route which could serve the South Yorkshire area as a whole.
In January 2017, the government published 8 possible sites for the hub across South Yorkshire and also said they would consider a 'South Yorkshire Hub'.
Sites being considered include: Bramley in Rotherham, South Yorkshire, Clayton in Doncaster, South Yorkshire, Fitzwilliam in Wakefield, West Yorkshire, Hemsworth in Wakefield, Hickleton in Doncaster, Hooton Roberts in Rotherham, Mexborough in Doncaster and Wales in Rotherham.
 
Future phases – Liverpool / Newcastle / Scotland
At present, there are no DfT proposals to extend high-speed lines north of either Leeds or Manchester or west to Liverpool. High-speed trains will be capable of accessing some destinations off the high-speed lines using existing infrastructure, although speeds will be greatly reduced.

3.Connection to other lines

Existing main lines
A key feature of the HS2 proposals is that the new lines will include connections to existing, standard-speed classic main lines. It is proposed that these connections will allow the running of special "classic compatible" trains which are capable of operating on both high-speed lines (at the same speed as "captive" trains) and on "classic" lines at speeds of 200 km/h (120 mph) or below. This will enable trains to run to destinations served only by slower classic tracks, such as Liverpool, Glasgow, Edinburgh, and Newcastle, using a combination of slower "classic" and faster "high-speed" track. The proposed connections will be at junctions on the phase-2 network.
 
High Speed 1
The proposed route of HS2 into London will bring the line very close to the existing High Speed 1 line which terminates at St Pancras station; at their closest points, the two high-speed lines will be only 640 m (0.4 mi) apart. The Department for Transport initially outlined plans to link the two high-speed lines in order to allow HS2 trains from the North of England to bypass London Euston and connect straight to HS1. This connection would have enabled direct rail services to be run from Manchester, Leeds and Birmingham to Paris, Brussels and other continental European destinations, realising the aims of the Regional Eurostar scheme.
 
Several possible solutions were considered. In 2010 the Government command paper stated:
…the new British high speed rail network should be connected to the wider European high speed rail network via High Speed One and the Channel Tunnel. This could be achieved through either or both of a dedicated rapid transport system linking Euston and St Pancras and a direct rail link to High Speed One.

4.Planned stations

London and Birmingham
 
Central London
Under the March 2010 scheme, HS2 will start from a rebuilt London Euston. The station will be extended to the south and west with significant construction above. Twenty-four platforms will serve High Speed and classic lines to the Midlands, with six underground lines. The connection with Crossrail at Old Oak Common in West London is designed to mitigate the extra burden on Euston, although Euston too would see its underground station rebuilt and integrated with Euston Square. A rapid transit "people mover" link between Euston and St Pancras might be provided and it is proposed to route the proposed Crossrail 2 (Chelsea–Hackney line) via Euston to cope with increased passenger demand.
 
West London
A report published in March 2010 proposed that all trains would stop at a "Crossrail interchange" near Old Oak Common, between Paddington and Acton Main Line, with connections for Crossrail, Heathrow Express, and the Great Western Main Line to Heathrow Airport, Reading, South West England and South Wales. The station might also have interchange with London Overground and Southern on the North London and West London Lines and also with London Underground's Central line.
 
Birmingham Interchange
The March 2010 report proposed that a new "Birmingham Interchange" station in rural Solihull, on the other side of the M42 motorway from the National Exhibition Centre, Birmingham International Airport and Birmingham International Station. The interchange will be connected by a people mover to the other sites; the AirRail Link people mover already operates between Birmingham International station and the airport.
HS2 is a key element in increasing the number of flights using the airport, and patronage by inhabitants of London and the South-East, as HS2 will reduce travelling times to Birmingham Airport from London to under 40 minutes.
 
Birmingham city centre
New Street station, the main station serving central Birmingham, has been described as operating at full capacity and being unable to accommodate new high-speed services. A new terminus for HS2, termed "Birmingham Curzon Street" in the government's command paper and "Birmingham Fazeley Street" in the report produced by High Speed 2 Ltd, would be built on land between Moor Street Queensway and the site of Curzon Street Station. It would be reached via a spur line from a triangular junction with the HS2 main line at Coleshill.
There are no plans for the Curzon Street/Fazeley Street terminus to be used by other rail services, but the station would be adjacent to Moor Street station and could be directly linked. A link to New Street station via a people mover with a journey time of two minutes is possible. The walking route between New Street and Moor Street has been considered in the redevelopment of New Street station, which will have a new footbridge at its east entrance. The other city-centre station, Snow Hill, is just a couple of minutes' train journey from Moor Street station.
 
Crewe
HS2 will pass through Staffordshire and Cheshire. The line will run in a tunnel under the Crewe junction by-passing the station. However, the HS2 line will be linked to the West Coast Main Line via a grade-separated junction just south of Crewe, enabling "classic compatible" trains exiting the high-speed line to call at the existing Crewe station.