A fresh start

In 2018, the opportunity to electrify East West Rail (EWR) at low cost as it was built was lost when then Transport Minister declared that neither electrification nor diesel trains were needed as EWR will have “a completely new generation of low-emissions trains.” Despite commitments in the Integrated Rail and Decarbonising Transport plans to deliver an ambitious electrification programme, since March 2021 only 64 single track kilometres of electrification have been delivered in England. This was mainly for the new Elizabeth line.

Between 2013 and 2017, 7,000 new rail vehicles, equivalent to half the UK passenger train fleet were ordered. This both created a surplus of thousands of serviceable vehicles and an orders famine that now threatens UK train plants. The 2021 William Shapps report proposed the creation of Great British Railways (GBR) for which legislation has yet to be enacted. Government then committed to set out the rail network’s key strategic priorities for the next 30 years in 2022. These were never produced.

2021 also saw publication of the Integrated Rail Plan (IRP) which cancelled HS2’s leg to Leeds that had been the subject of years of planning by HS2, Network Rail, and regional authorities. In October 2023, the HS2 leg to Manchester was similarly cancelled without any consultation with relevant bodies including the National Infrastructure Commission.

As we describe, a recent National Audit Office (NAO) shows how this hasty decision will reduce passenger capacity on the already congested West Coast Main Line north of Birmingham. It thus considers that passengers may have to be priced off trains to discourage passengers from travelling on this congested route. It also shows how high-cost infrastructure will be left unused instead of being used to relieve WCML congestion. The NAO report also notes that in the nine months since HS2 was cut back, no decisions have been taken on HS2 Euston station’s scope, funding or governance.

As these examples show, the previous Government’s stewardship of the rail network has wasted billions, disregarded the benefits of electrification, ignored expert opinion, and squandered an opportunity to transform connectivity between major cities.

Our article on the general election considers what might be expected of the new Government. Transport Minister, Louise Haigh has stated that her priorities are improving railway performance, rail reform, transforming infrastructure to work for the whole country and delivering greener transport. To achieve these aims, she is supported by Rail Minister Lord Peter Hendy (pictured below) who certainly has the required expertise. As the author of the Union Connectivity Review, he highlighted how rail connectivity can grow the economy.
Labour’s manifesto promises mission-driven government supported by industrial and infrastructure strategies to kickstart economic growth. Furthermore, Hendy is working on a long-term rolling stock procurement strategy. These are promising signs of a systematic approach to ensure the best value from infrastructure and rolling stock investment.

Yet the Labour Party manifesto committed no specific sums to rail infrastructure investment given the need to first assess the economic situation. As this is much worse than first thought, large investments on rail infrastructure are a big ask. Nevertheless, the Chancellor accepts that borrowing can fund worthwhile investments. The extent to which this applies to rail enhancements, and in particular, expenditure to maximise the benefits of what is left of HS2, remains to be seen.

An urgent decision is needed to avoid a significant reduction in passenger capacity once shorter HS2 trains start running north of Birmingham. One solution to this problem, as proposed by Chris Gibb, is that HS2 services should include Pendolino trains upgraded for 155mph running. Chris also backs the construction of a New Northern Line as proposed by the Mayors of Manchester and Birmingham to relieve WCML congestion and realise the benefits of otherwise unused infrastructure, particularly at Birmingham’s Curzon Street station.

Growing the local economy was the Scottish Government’s main justification for the reopening of the 10km Levenmouth branch which adds two new stations to the rail network. A new station at Beaulieu Park, near Chelmsford, is also due to open in 2025. As David Fenner explains, constructing a new station on such a busy main line requires the provision of a central bi-directional main line.
We also feature technologies that improve passenger journeys. Of these, on-train Wi-Fi often fails to meet passenger expectations. Paul Darlington explains why providing train Wi-Fi is so difficult and what is being done to improve it. He also explains the latest Wi-Fi technology, Wi-Fi HaLow. The real-time train information system Darwin is now over 20 years old. We report how this has been developed to take account of its increasing ‘peaky’ demand. The development of passenger information systems on London Underground and LU’s Trackernet system to inform both staff and passengers is the subject of an article by Clive Kessell.

Passengers on West Midlands Trains benefit as the company increases its fleet by 110 vehicles, with 404 new vehicles being delivered and 294 older vehicles leaving the fleet. As Malcolm Dobell explains, trying to juggle the introduction of new trains and retirement of older trains whilst rebuilding most of the depots is a real challenge.

Train traction innovations were the subject of a recent IMechE seminar which considered the role and safety risks of battery and hydrogen power. As we describe, this event also considered cost effective electrification and the use of a 3kV DC supply for metros. Another worthwhile IMechE seminar ‘Adapting Railways for a Sustainable Future’ explained how railways must adapt to new extreme weather patterns if they are to continue to operate a safe and reliable service.

We also report how innovations were spotlighted at an Unlocking Innovation event organised by the Railway Industry Association. This forum put various innovations in front of potential clients and encouraged collaboration between organisations to address specific challenges, in particular those faced by the railways of London and the South East.

A tri-mode locomotive, hedgehog sleepers, quadruped robots, mobile maintenance trains, a spider excavator, and much other innovative plant were amongst the innovations on display at Rail Live 2024. As Matt Atkins reports, this impressive event brought together the very best of the industry.

Another innovation-related feature describes Network Rail’s Railway Innovation and Development Centres (RIDC) at Melton and Tuxford. These RIDC facilities, with respectively 13 and 10 miles of track, provide a safe and convenient environment to test rolling stock, on-track plant and infrastructure away from the main rail network.

The IMechE’s Railway Challenge tests locomotives on a quite different railway. As we explain, this event, now in its 12th year, gives young engineers real-life experience of design, manufacture, project management, and teamwork. To date the event has provided over a thousand young engineers with this invaluable experience. By running this event the IMechE’s Railway Division are doing them, and the rail industry, a great service.

Image credit: iStockphoto.com