Network RUS: Electrification Strategy Draft for Consultation May 2009 1 Foreword In England and Wales, two options in particular – the Great Western and Midland Main Lines – are shown to have high benefit to cost ratios. I am pleased to present this draft Electrification These options, along with a key strategic infill Strategy, which forms part of the Network Route scheme, are both presented in the proposed Utilisation Strategy (RUS). The Network RUS strategy. In the case of the Great Western Main looks at issues affecting the whole network Line, the work required to the existing network at rather than in specific geographical areas. the western end of the Crossrail route could, in effect, be the first stage of electrifying the line. Approximately 40 per cent of the network in terms of track miles is currently electrified, In Scotland, the main focus is on electrification though several main lines, much of the cross of priority schemes in the Central Belt, allowing country network, as well as key freight links and electric traction between Edinburgh and diversionary routes remain un-electrified. This Glasgow via Falkirk, and an extension to document therefore sets out a potential longer- Dunblane and Alloa. term strategic approach to further electrification of the network. As with each RUS, this has been developed with the full input of the rest of the rail industry Electrification presents a huge opportunity for including train and freight operators, as well as the industry, for those who use the railway and government and passenger representatives. I for the country as a whole. Our analysis shows thank everyone for their contribution to date. the long-term benefits of electrifying key parts of This is a draft for consultation so we are now the network in terms of both reducing its seeking feedback and comments to support and ongoing cost to the country and improving its inform our further analysis. Comments are environmental performance are significant. invited before a deadline of 14 July and we are working towards publication of the final strategy Governments in London, Edinburgh and Cardiff later this year. are looking to reduce both the operational cost of the railway and overall carbon emissions, as well as encouraging modal shift. Our analysis identifies the benefits a strategic approach to Iain Coucher electrification would bring in each of these areas. In the current economic climate, any investment will inevitably raise significant questions about affordability even where there are clear longer term cost savings. The industry will therefore need to work with government and other funders on this issue. Electrification also has a potentially significant role to play in reducing carbon emissions from rail transport as well as improving air quality and reducing noise. Electric trains, on average, emit 20 to 30 per cent less carbon than diesel trains, and their superior performance in terms of braking and accelerating can help reduce journey times. In addition, they provide more seats for passengers, making a greater contribution to increasing the overall capacity of the railway. Passengers and freight operators would also both benefit from an improved service in other ways, such as through the creation of more diversionary routes. Network RUS: Electrification Draft for Consultation 2 Executive Summary Scotland, the Welsh Assembly Government, Transport for London, the Passenger Transport Executive (PTE) Group, the Association of Train At present approximately 40% of the British rail Operating Companies (ATOC), freight operating network (measured in track miles) is electrified. companies, Passenger Focus, London These lines carry a little under half of the TravelWatch, the RoSCos and the Rail Freight passenger train miles operated and around 5% Group. The Office of Rail Regulation (ORR) of the freight train mileage. Several main lines, attended Stakeholder Management Group much of the cross country network, many key meetings as observers. The Electrification freight links and diversionary routes remain un- Strategy was developed by a working group electrified. Consequently, a large number of consisting of Network Rail, the Department for passenger and freight services are operated by Transport, Transport Scotland, the Welsh diesel hauled trains. In many cases diesel trains Assembly Government, ATOC, DB Schenker, operate on the electrified network (a practice Transport for London, the PTE Group, the Rail known as ‘running under the wires’) because Industry Association, RoSCos and the Rail their diverse range of origins and destinations Freight Group, again with the ORR as involve running on unelectrified sections. observers. As a consequence, a significant proportion of Despite the unique role of the Network RUS in passengers and the majority of freight are the RUS programme, the process followed is carried by diesel operation which is more costly consistent with that adopted throughout the and produces more pollution than its electric RUS programme. It has involved an equivalent. understanding of the current electrified network, consideration of the ‘gaps’ in current In the last two years, both the Department for electrification, the drivers of change and the Transport and Transport Scotland have development of business cases for further published their long term visions for the rail electrification. network. Both governments wish to increase usage of the network, whist lowering its The potential for reduction in whole industry operating costs and minimising its costs is one of the key drivers of change. environmental impact. The Welsh Assembly Compared to a diesel operation, an electric Government is committed to the same service will have lower rolling stock operating objectives under the Wales Transport Strategy. costs (fuel savings currently estimated as This Route Utilisation Strategy considers between 19 and 26 pence lower per vehicle mile whether the expansion of the proportion of the and maintenance costs at approximately 20 UK railway operated under electric traction pence less per vehicle mile for passenger should be increased to help realise the visions. vehicles), have higher levels of vehicle reliability and availability and lower leasing costs. The Other than the Freight RUS, which was superior performance of electric vehicles can established in May 2007, the Network RUS is provide journey time savings. Whilst these may the only RUS which covers the entire network. be modest for high speed long distance Its network wide perspective – supported by a services, they can be more significant in urban stakeholder group with network wide expertise – areas where frequent stops make acceleration enables the development of a consistent savings more significant and, if the savings are approach to issues which underpin the significant on a particular route, diagrams could development of the network. It enables be saved. For freight services the use of loops strategies to be developed by the rail industry, may be avoided. Electric trains have more seats its funders, users and suppliers which are than diesel loco hauled trains, making a greater underpinned by a network wide perspective to contribution to accommodating anticipated planning. The outputs of the RUS will used in growth in demand. subsequent industry planning, including the geographical RUSs, thereby ensuring that the Electrification also has a significant role to play key issues are dealt with consistently throughout in reducing carbon emissions. Electric vehicles, the RUS programme. on average, emit 20% to 30% less CO2 emissions than their diesel counterparts. In The Network RUS is overseen by a Stakeholder addition, they tend to be quieter in operation. Management Group consisting of Network Rail, The Department for Transport, Transport Network RUS: Electrification Draft for Consultation 3 The service reliability, journey time and electrification from Edinburgh to Glasgow via environmental benefits of electrification result in Falkirk and be extended to Dunblane and Alloa, an improved product for the passenger. and to allow Glasgow to Falkirk and Motherwell Similarly, there is potential for freight operators to Cumbernauld services to run under electric to provide a superior product, potentially with traction. lower operating costs. The ability of freight operators to do this potentially increases as It is recommended that the improved knowledge more of the network is electrified. It is envisaged of implementation techniques and the emerging that infill electrification would enable cost costs of the Core Strategy be used to inform a savings to be achieved on some routes for decision on whether there would be a case for operators with existing electric locos. Further the implementation of further schemes. electrification potentially increases the Geographical RUSs will provide detailed availability of diversionary routes for electric understanding of demand, service structures vehicles, reducing the need for bus substitution and rolling stock deployment. Taken together, for passenger services, improving the freight the updated knowledge of costs and demand product and easing the provision of access for will enable business cases to be updated to maintenance work. Any further electrification of inform an updated Network RUS Electrification the network would involve highly reliable and Strategy which would identify the strongest easily maintainable equipment. It would be candidates to take forward. It is also delivered efficiently at low benchmarked