27 years ago a study of highway requirements in this quadrant of London (called HASQUAD) identified the need for both highway and rail access to Heathrow from the south and capacity problems on the rail routes feeding their proposed rail route.
Their solution was for current Waterloo, Wimbledon, Kingston loop services to continue to Heathrow, complemented by an extra service running from Kingston to Twickenham and Waterloo. That reduced revenue risk effects on existing services.
Their ideas need to be revisited, with tweaks to recognise that their short extra link from Kingston to Heathrow was controversial and a route to Heathrow via the Shepperton branch would be better.
TfN's new strategic plan tries to tackle how most intercity journeys in the north are slow and unreliable. It shows how HS2 Phase 2b and the Northern Powerhouse Rail (NPR) Programme can transform rail speeds and economic performance.
The key intercity link is between Leeds and Manchester, which currently takes 46 to 58 minutes for the 34 miles by rail. Online rail upgrades are a welcome first step, but only reduce that to 40 minutes, which is only 51 mph, and cannot radically improve train frequency.
That's why more radical improvements providing 6 trains per hour and cutting times to 25 minutes are needed within 20 years and shown in the Plan. They are as important to the North's economy as Crossrail 2 is to London's and other elements of the planned National Infrastructure Plan.
Everyone should recognise that delaying Euston buys time and time costs money, BUT Old Oak cannot open until 2 to 3 years after tunnelling finishes another activity close to the Critical Path.
18 trains per hour could be reduced by dividing all trains - some at Birmingham Interchange, some at Crewe and some at Birmingham Curzon Street. Some double deck trains would then become essential and some trains would have to skip Old Oak and B Interchange to compensate for the time lost when trains divide.
Comment on: HS2 boss quits as construction bill is delayed
HS2 is sensible infrastructure for the growing long distance travel market and the Government has sensible plans to integrate HS2 into the conventional rail network.
Northern Powerhouse Rail (NPR) projects show much promise, but are not yet sufficiently developed to be fully integrated with HS2. Full integration is worth spending another year planning both projects.
Comment on: Tidal lagoon boss slams 'pathetic' government
I sympathise about the delay and lack of feedback, but suspect that there are better projects amongst the "five full-scale lagoons planned if Swansea Bay had been successful".
The Solway Firth promoters argue that is the case.