The HS2 railway project is at a crossroads, and it's a moment that could define its future. But here's where it gets controversial: as Britain's most ambitious infrastructure endeavor shifts from excavation to civil works, questions about costs, timelines, and feasibility are more pressing than ever. Is this project still on track, or are we witnessing a costly detour?
In a recent end-of-year update, HS2 revealed significant milestones in its journey to connect London and Birmingham with high-speed rail. The excavation of all 23 miles of deep-bore tunnels between Old Oak Common and Birmingham Curzon Street is now complete—a monumental achievement. Additionally, around 70% of the project’s earthworks have been delivered, and nearly 300,000 tonnes of steel—roughly two-thirds of the total required—have been used. And this is the part most people miss: while these numbers sound impressive, the project is still far from becoming an operational railway.
With the most intensive digging behind them, HS2 is pivoting to focus on major civil engineering works, including viaducts, embankments, and cuttings. This phase sets the stage for the later installation of tracks, signaling, and communication systems. Yet, despite this progress, the project is undergoing a fundamental restructuring, sparked by a series of setbacks and unrealistic expectations.
Mark Wild, HS2’s chief executive, has been at the helm for a year now, overseeing what the organization calls a comprehensive “reset.” This involves reordering construction activities and setting more realistic cost and delivery timelines. Here’s the bold truth: Wild has already advised the Transport Secretary that the original 2029-2033 opening window is unachievable. A new set of estimates is in the works, drawing on methods Wild successfully applied during the Crossrail reset, which led to the opening of the Elizabeth Line.
Construction hasn’t stopped during this period. With 350 active sites between London and Birmingham and approximately 34,000 workers, the project remains a hive of activity. HS2 has also increased frontline construction staff and introduced real-time performance monitoring to keep things on track. Notably, 88% of the railway’s foundations are now in place, and viaduct construction has accelerated, with 1,500 segments installed in 2025 compared to 860 in 2024.
High-profile engineering feats have also been completed, including the first high-speed platforms at Old Oak Common, large-scale viaduct deck installations, and the final works on the Colne Valley viaduct. Environmental efforts, such as realigning sections of the River Cole, have continued alongside construction. But here’s the question that divides opinions: Is this progress enough to justify the project’s ballooning costs and delays?
In June, the government’s Spending Review allocated £25.3 billion to support HS2’s delivery over the next four years, focusing on completing tunnels, viaducts, and other critical infrastructure. This funding provides much-needed certainty, but it also raises concerns about whether the project will ever deliver value for money.
HS2 claims to have tightened cost controls, revised its construction schedule to prioritize the Old Oak Common-Birmingham section, and restructured its organization. Senior leadership changes, reductions in corporate roles, and a greater emphasis on frontline delivery are part of this overhaul. Yet, skeptics argue that these measures may be too little, too late.
As HS2 slowly inches toward its opening, the new cost and timetable estimates will serve as a critical baseline for measuring progress. But here’s the thought-provoking question we leave you with: Is HS2 a visionary project worth its challenges, or a cautionary tale of overambition? Let us know your thoughts in the comments—we’d love to hear your take on this polarizing topic.
