Written evidence submitted by Michael Bradley (INV0076)

My comments are specifically in relation to ‘The electrification debate’ .

Conclusion Point 4

“While electrification on the scale, and at the pace, envisaged in 2012 has proven unachievable in CP5 for a range of reasons, there is strong evidence that it is the current optimal solution on heavily-used parts of the rail network”

The Calder Valley Rail Line is heavily used part of the rail network between Leeds & Manchester of approximately 49 miles. For this line to be electrified around 7 miles of tunnel would have to be electrified. In 2014 Holme Tunnel between Todmorden & Burnley was closed for a comprehensive rebuild due to the shifting ground above that consequently affected the tunnels lining. This rebuild cost around £11.5 million and lasted for approximately 20 weeks. Beacon Hill tunnel, immediately North of Halifax station would have to be rebuilt as track lowering along this section has previously been ruled out due to its proximity to Beacon Hill Viaduct. This tunnel is around 4 times as long as that of Holme Tunnel!

These remarks fail to acknowledge the disruption that will electrification will bring, that will most likely encourage a modal shift from public to private transport. This line has already seen significant disruption due to the May timetable change but also at the hands of the RMT who are continuing to mislead rail users, whilst holding us to ransom.

Conclusion Point 5

“We recommend that the Midland Mainline, Great Western Mainline and Lakes Line electrification schemes cancelled in July 2017 be recategorised as pending, and placed in the Rail Network Enhancements Pipeline (RNEP) for further development and design work (the RNEP is discussed in chapter 4)”

With regards to the Lakes Line that has a BCR of 2.3, significantly less than that of other lines such as the Harrogate Line in North Yorkshire of approximately 39 miles that has a BCR of 3.61 that “rises to 4.27 with the addition of wider impacts” according to WSP, who drew up the business case for this line in 2013.https://www.harrogate.gov.uk/downloads/file/283/leeds_harrogate_york_rail_line_improvements_outline_business_case that estimated the capital cost to be around £93.34m.

The Lakes Line is a single track branch of approximately 10.2 miles in length with services solely operating between Oxenholme & Windmere. In stark contrast to the Harrogate Line, a double track line that connects three significant economic Centre’s and has the potential to be integrated with the adjacent electrified Aire Valley and Wharf Valley lines that are served by four car, class 333’s with the high capacity 3 + 2 seating arrangement, significantly greater than that of the 2+2 seating arrangement in the 3 car 170’s that are slowly being introduced onto this line. That is below the seating capacity previously offered by units when ran in four car formation as was usually the case, that are now being cascaded onto other parts of the Northern Network.

Routes such as the Lakes i.e. through the National Parks are the lines that are ideal for alternative traction, such as Hydrogen that is now in operation in Europe. https://www.upi.com/Top_News/World-News/2018/09/17/Worlds-first-hydrogen-fuel-cell-passenger-train-begins-service-in-Germany/6731537155535/ Calling for electrification of the Lakes line to be reinstated does NOT suggest that the transport committee fully appreciates the benefits of alternative traction, nor where electrification should be carried out.

October 2018