Railway Electrification

Question

15:18:00

Asked by

To ask His Majesty’s Government whether they plan to implement a rolling programme of railway electrification, and if so to what timescale.

My Lords, I beg leave to ask the Question standing in my name on the Order Paper and refer to my railway interests as listed in the register.

Updated plans are currently being developed by Network Rail for where and when electrification is required to deliver a fully decarbonised railway over the next 25 years. Those plans will consider the integration of both track and train through Great British Railways and the significant recent progress in battery technology. All investment decisions will be subject to current and future spending reviews and will be for the first time integrated with rolling stock decisions.

My Lords, at the railway industry reception in the House of Commons last week, my noble friend said—I think I am quoting him correctly—that in the context of Railway 200: “We’ve got … to celebrate all of the history. But we’ve also got a chance to celebrate the future”. Does he agree that his Answer to me just now is a way of celebrating that future, provided we can embark on a programme of investment in electrification, battery power and new technologies which allows the railway to grow and the freight business and the passenger business to take on new markets with new traffic? Does he further agree that that is the only way that we can meet the net-zero emission targets and make the railway completely carbon free?

Of course, I strongly agree with my noble friend that whatever I said last time was the right thing to say.

Oh!

More seriously, I agree with my noble friend that the point at which we celebrate 200 years of the first public passenger railway in the world is a very good moment both to contemplate the fact that the railway is already uniquely green and to look forward to full decarbonisation. The most exciting prospect has emerged since the last traction decarbonisation strategy of 2020: the significant development of battery technology, the significant introduction of bi-mode trains across Britain and very recently, by one of the most forward-looking freight companies, the introduction of a tri-mode freight locomotive, all of which enables electrification to be far more finely tuned to both cost and value for money yet produce at the end of it a fully decarbonised railway.

My Lords, shortly before the last election, the Conservative Party in its death throes gave a commitment to electrification of the line from Crewe to Holyhead. Do the present Government stand by that commitment?

That commitment was one of many in a hurriedly put together document entitled Network North, which incidentally went as far south as Tavistock and went to Holyhead. The characteristic of that shoddy document is that virtually nothing in it was funded, nor indeed was much of it thought through. The last serious work on electrification of the north Wales main line was done by Network Rail in 2010 and that commitment—if it was a commitment—was put in that document with absolutely no reference to any business case nor current set of costs for delivering it.

My Lords, some years before their death throes, the last Conservative Government made a firm pledge to electrify the line between Swansea and Cardiff and then, because it was presumably unfunded, like hospitals, they shamefully abandoned it. Can my noble friend confirm that this line is at least now being considered and may well be back on track?

My reference earlier to integrating the electrification programme with rolling stock decisions reflects the fact that many trains on the British railway network are now capable of operating in either electric or diesel mode. That is a consequence of rolling stock purchases over the past 10 years. It enables some more choices to be made about the very expensive infrastructure cost of electrification versus electrification where it makes a real difference in both time and volume of rail traffic, and where trains that will run on electricity—when the electricity is there—will also serve parts of the network where it is not. Some of the decisions which have been taken in rolling stock will last 35 years, like the rolling stock itself. That is true of the Great Western main line electrification, where those trains happily run on the wires as far as Cardiff and then travel by diesel not only to Swansea but further west to Carmarthen and to the south-west as well. A similar situation is true on the Midland main line, where bi-mode trains will be in operation. There is no point in investing in very expensive infrastructure if we can find another way of creating electrification for the vast majority of the network. The study being done by Network Rail, which will be completed and feed in to the department’s overall review of capital projects, will point out where that valuable public money ought to be best spent.

My Lords, the electrification of the north Wales main line, that the Conservative party committed itself to in its manifesto, was to be funded from the savings made from HS2 and the Minister should not say that it was an unfunded commitment.

Oh!

There is a report out today from Rail Partners which says that the costs of rail freight have been rising three times faster than the costs of carrying freight by road. Part of this is due to the rising cost of electricity. Has the Minister discussed with his colleagues in other departments the effect on the economic case for electrification of their pursuing policies that are giving us the highest cost and the most expensive electricity in Europe?

I will continue to claim that the Network North plan was unfunded, because it depended on money that had never been properly allocated in the future to HS2 phase 2. When this Government took office, there was no evidence of any financial plans to deliver virtually any part of that agenda. In respect of the cost of electricity, of course, it is dependent on the relative price of electricity compared with other forms of propulsion for rail, but in terms of electrification of the railway and its use for freight, other considerations are far stronger than the cost of electricity and where it is generated. I shall concentrate in answering this Question on the electrification of the railway, because that is the Question that was asked.

My Lords, rail services in the south-west are just not fit for purpose. A report last week recommended battery power for parts of the route on existing trains, recharging at new electric islands, to help transform the Exeter line for both passengers and freight. As the Government are about to take ownership of South Western Railway, will the Minister consider those proposals?

I thank the noble Baroness for her question. The future of the service from Salisbury to Exeter on South Western Railway, which she refers to, is dependent on the fairly imminent life expiry of the existing rolling stock. We will consider, as part of the future of the publicly owned railway, what we do to replace it, bearing in mind that what is now available to replace that rolling stock is far more amenable to discontinuous electrification and battery or other forms of recharging.

My Lords, on the topic of celebration and timescale, does the Minister agree that in Oxford there is no celebration and no timescale? Oxford has been devastated and cut in half. When the Minister comes to Oxford on Friday to see the devastation, why will he not meet the people of Oxford rather than confine his meeting to a few selected, invited people?

The noble Baroness refers to the Botley Road bridge in Oxford, which has taken far longer to replace than it should and is a complex story. I am going to Oxford on Friday. The logistics of meeting people in Oxford are such that it necessarily has to be limited by the time available to do it, but I am very mindful of the case that she has made both this afternoon and earlier about the disruption caused by this bridge, which is partially caused by the development of East West Rail in Oxford. Together with the chief executive of Network Rail, we have some things to say to the population which I hope will be useful for them to hear.

My Lords, does the Minister recollect that more than 40 years ago, Sir Peter Parker, the then chairman of British Rail, recommended a rolling programme of railway electrification on the grounds that it would assist to keep together those responsible for doing the work and, perhaps more importantly, be far cheaper in the long run than the piecemeal approach that we have adopted over the years since? As we have a long-term plan for road building and repairs, why cannot we have the same for the railway?

My noble friend raises a very good point. The intention of both the Secretary of State and me in respect of the review of capital projects in the department is to produce a list of projects which are the best for economic growth, jobs and housing, and then that can go into the Government’s 10-year infrastructure plan. It is important that the supply industry that develops electrification has a strong domestic market, because there is also a strong export market which it can fully serve only if domestic demand is relatively constant.