Under this proposal, the high-speed line would then follow a different route to Birmingham, running parallel to existing motorways and railways as with HS1 in Kent. According to Lord Mawhinney's July 2010 report, the Heathrow station should be directly beneath Heathrow Central station (not at Iver, as proposed by Arup) and the London terminus for HS2 should be at the 2018 Crossrail station , not Euston. This plan, properly named "A Heathrow Hub with Old Oak Common terminus", was initially supported by the Conservative Party, although in the final consultation plan, HS2 was proposed to terminate at Euston with a high-speed spur to Heathrow. In December 2010 the government announced that a high-speed connection with Heathrow Airport would be built as part of the second phase of the project and that until then connections would be made at Old Oak Common, where HS2 would have an interchange station with the Heathrow Express and Crossrail. However, in March 2015 the then transport minister Patrick McLoughlin stated to the House of Commons that the proposed Heathrow spur would no longer be considered as part of Phase One or Phase 2 of the HS2 scheme. The proposed route of HS2 into London will bring the line very close to the existing High Speed 1 (HS1) line which terminates at St Pancras station; at their closest points, the two high-speed lines will be only 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, first proposed in the 1980s. 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, subject to cost and value for money. 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." The March 2010 engineering study conducted by Arup for HS2 Ltd costed a "classic speed" GC loading gauge direct HS2–HS1 rail link at £458 million (single track) or £812 million (double track).