06.07.09
The challenge of electrification
Paul Martin reflects on Geoff Hoon’s recent comments on electrification and the challenge a programme of electrification would present for the rail industry
In July 2007, the Department for Transport published its thirty year strategy for rail alongside the funding perimeters for the five year control period (CP4) 2009 – 2014. Whilst the industry welcomed the emphasis placed on capacity improvement through flagship projects such as Thameslink and the Reading remodelling, there was some concern at the less than fulsome endorsement of future electrification.
Indeed, the White Paper ‘Delivering a Sustainable Railway’ assumed that the capital costs of any new electrification scheme would have to be paid back over 10 – 15 years on the basis that by the mid 2020’s alternative forms of traction energy most notably hydrogen fuel cells would become commercially applicable. Electrification was not ruled out but a case-by-case approach was to be adopted rather than a whole network approach. A view was also expressed that electrification would be more cost effective following the migration to in-cab signalling.
Compare and contrast the sentiments expressed then, with the statement made by transport secretary Geoff Hoon in the House of Commons on 15th January, ostensibly covering planning for Britain’s transport infrastructure but primarily about the expansion of Heathrow to include a third runway and possible sixth terminal.
The government now appears to take a more positive approach on electrification with a view that ‘electrification is advantageous on heavily used parts of the rail network’. This view is one that can only be welcomed although details of funding and timescales at this stage remain unclear. A further statement is promised later this year.
The challenge to the rail industry is the gearing up of capability to deliver a programme of electrification bearing in mind the last electrification project of any significance, apart from the new build of HS1, was Crewe – Kidsgrove in 2003 as part of the West Coast Main Line upgrade.
Previously, there was Heathrow Express in 1998; Leeds North West (1994); Birmingham Cross City (1993); Cambridge – King’s Lynn (1992) and the East Coast Main Line (1989/91). The proportion of electrified route mileage in the UK still remains low at 39%.
It is generally agreed that a planned programme of electrification starting with infill projects is preferably to a case-by-case stop start approach. Such a methodology can reduce the capital cost – it is generally believed to be some £550-650k per single track km - and ensure a regular programme of work for the supply industry. Clearly, therefore, the challenge in CP4 is to develop a work plan possibly starting with the infill projects that can lead to a major programme within CP5 (2014-2019).
All sectors of the supply side are currently experiencing skills shortages. The Railway Industry Association annual business survey last year reported that all sectors of the industry, apart from track products, found that labour availability is the leading constraint or one of the leading constraints on output.
This has an obvious impact on labour costs. It should be recognised as well that there is already an international market for scarce skills, especially for designers and project managers, with English being widely spoken in most of the growth areas in the world such as the Far East.
The changing view of the Department for Transport on electrification emanates from the joint initiative from the Association of Train Operating Companies and Network Rail in October 2007. Speaking at The Railway Forum/ Rail Engineers’ Forum seminar ‘Choosing Sustainable Power’ Derek Chapman from the Department for Transport said that there were now opportunities to create a virtuous cycle whereby reduced capital costs would enable electrification to be co-ordinated with the rolling stock plan.
This would create the necessary financial headroom for a rolling wiring programme and allow electrification resources and momentum to build. He said that there was a strong probability that the case for electrification would continue to improve in the foreseeable future.
There obviously has to be a strong business case for electrification. Speaking at the same event, Chris Stokes, a strategic rail consultant undertaking analysis on behalf of the Association of Train Operating Companies, pointed to the benefits of electrification as:
• Fuel savings, including regeneration;
• Reduced rolling stock maintenance costs;
• Reduced rolling stock lease costs;
• Revenue benefits, reflecting modest journey time improvements (but he discounted the sparks effect);
• Lower variable track access charges (reflecting the fact that electric trains are lighter).
The work undertaken on behalf of ATOC confirms that there is a case for further development work. This has focused on the following routes:
• Great Western Main Line electrification from Reading to Oxford, Bristol and Cardiff, assuming Crossrail extends to Reading. Bi-mode operation to Swansea, Cheltenham and the Cotswold Line. The West of England route would remain diesel
• Midland Main Line electrification from Bedford to Nottingham and Sheffield via Derby
• Cross-Country. Incremental on GWML and MML above (electrification from York-Sheffield; Derby-Birmingham-Bristol; Birmingham-Oxford; Reading-Basingstoke, diesel haulage would remain west of Bristol and duel voltage would be deployed from Manchester to Bournemouth).
• North TransPennine. Incremental on Cross-Country (electrification from Liverpool to Leeds and from Northallerton- Middlesborough. 52% of Liverpool to Manchester is already electrified including the main centres).
Further evaluation will take place on the Chiltern network, Bath-Southampton, Swindon-Gloucester as well as evaluation of commuter networks in Leeds, Manchester and the Cardiff Valleys.
Interesting work is currently in progress in Scotland where the electrified network accounts for some 25% of the total. Currently in progress is electrification of the Edinburgh-Glasgow Queen Street line via Bathgate and Airdrie including reinstatement between these two towns due for completion in December 2010. There is also a Parliamentary commitment to electrify the line between Edinburgh and Glasgow via Falkirk High as well as lines to Cumbernauld, Dunblane and Alloa all due for completion by 2016.
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