Road and Rail Projects

Lord Teverson Excerpts

Monday 14th July 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The noble Lord is right: this subject has come up before. There is a real difference in the current circumstances. Rail projects are all classified as England and Wales in the way that this is done. The real difference in this list is that, for the first time, there is a significant commitment to funding rail enhancements in Wales: £300 million or so in the spending review period, and a total of over £450 million in 10 years.

The current Welsh Government, particularly Ken Skates—whom I happened to meet this morning on the subject—and the Secretary of State for Wales, agree that the schemes that have been announced for development and implementation are the right ones. There are schemes for the south Wales main line arising from the Burns report, and there are schemes for the north Wales main line to improve train frequency and connectivity. There is a scheme for Wrexham to Bidston—curiously, in these documents it is referred to as Padeswood sidings, about the most obscure title that you could imagine—which is designed to make some freight improvements to double the frequency from Wrexham to Bidston. There are also a number of other things. The significance of this announcement is that it commits money to Welsh railway schemes— schemes that the Welsh Government agree need to be taken forward as the most urgent—and I hope that the noble Lord welcomes that.

[Lord Teverson (LD)]

My Lords, like my noble friend, I was rather surprised by the tone of the Official Opposition, given the billions of pounds wasted on HS2 just to provide a shuttle—a high-speed shuttle, admittedly—between a north London suburb and Birmingham. What a waste of time and national resource that was.

I very much welcome a number of initiatives in the Statement. Like the noble Lord, Lord Berkeley, I travel up from Cornwall normally, and I welcome the stations at Wellington and Cullompton, and the opening of the line to Portishead, for which we have waited for some time. The Minister mentioned the Tavistock line, and I rather regret that it looks like that will not happen in my lifetime, but we will see.

As someone who is not a rail expert, I will ask the Minister two things. I do not understand why we do not have a regular electrification programme in this country for the whole of the rest of our network, because of both running cost—the cost of rails and the weight of the machines—and our carbon footprint. Why do we not just have the skills and ability to roll out electrification each year in a standard way that makes that work at minimum cost?

On signalling, I notice that there is one signalling exercise—on Newcastle metro—but a number of schemes are needed for signalling. I do not understand why, in these days of advanced technical expertise, AI and the rest, we do not just have in-cab signalling, rather than having to continually replace—very expensively—the physical signalling resources across our network.

[Lord Hendy of Richmond Hill (Lab)]

I am pleased that the noble Lord welcomes Wellington, Cullompton and Portishead. The answer with Tavistock is that there were so many schemes in what the previous Government promoted as Restoring Your Railway, which on the face of it looked to be an invitation to any community in the country to wish back the railway that was taken away 50, 60 or 70 years ago because, frankly, it did not have many people or goods using it. The answer to the noble Lord is for Tavistock and Plymouth to put forward a sound business case for that investment that would reflect the actual costs of building that railway. I have some experience of that scheme at a much earlier stage, when somebody rather optimistically claimed that it would cost £30 million to extend from Bere Alston to Tavistock. The reality is that it would be not reopening a railway but building a new one, and to do that you need very substantial economic activity there.

The regular electrification programme would of course reduce costs, but we have significant electrification going on in this country. The trans-Pennine upgrade is a very significant electrification project from York to Manchester, and that is in the course of delivery at the moment. When Mark Wild has sorted out HS2 in management and governance terms, as he will, it will be a very significant piece of electrification to be carried out by those people.

In the medium term, one of the answers is for us to have a strategy that embraces both rolling stock and electrification, because it is clear that modern technology allows battery trains and that battery trains could replace diesel trains on quite a lot of the network; they would not need total electrification, but they would need some wires. The noble Lord may have seen that the proposals for East West Rail do precisely that—there will be wires up where it is cheap and convenient to put them up to charge the train in order to charge the batteries for when it would need to go through other places.

The noble Lord raises an interesting point about signalling, but I think the noble Baroness, Lady Pidgeon, had it right about the European train control system on the south end of the east coast main line. We need to move away from like-for-like replacement of existing signalling. Still more difficult, the cost of those schemes means that, almost inevitably, while the aspiration to replace 1950s and 1960s signalling always starts with more flexibility and more capacity, that flexibility and capacity have always been deleted out of those schemes because they cost too much, and what you actually get is a like-for-like replacement at really quite significant cost.

The opportunity with the ETCS on the south end of the east coast main line is to embed a system that has in-cab signalling and does not require fixed assets on the railway but can run more trains on the same railway, because the trains are intelligent and know where each other are. The advantage of doing it on the south end of the east coast main line is that many classes of locomotive and multiple unit will be fitted with equipment, which will mean extending it. Therefore, using it to replace conventional resignalling will be far more possible in future than it is now. It is a thoroughly good thing, and the noble Lord is right that that is the way forward.