Great Western Line: Electrification

Debate between Philip Hollobone and Pat Glass

Tuesday 22nd November 2016 Westminster Hall

[Pat Glass (North West Durham) (Lab)]

Thank you, Mr Hollobone. I will endeavour to be as quick as I can.

The recent decision by the Department for Transport to delay the electrification of the great western route is just the latest in a series of announcements of delays and pauses made by the Government on electrification of our railways. We have had one announcement after another by the Government, who still state that they are planning electrification, but while the Government have promised much, they have delivered little.

I sympathise with the Minister. Like me, he is new to the role and just happens to be holding the parcel when the music stops. However, I have a criticism about his recent announcement, because he appeared to sneak it out just hours before the November recess and on the day of the American election when, presumably, he was hoping we would all be looking the other way.

I therefore congratulate the hon. Member for Bristol North West (Charlotte Leslie) on securing this important debate. She and I served together on the Select Committee on Education when we were new Members in this House, and I understand her dedication to the city of Bristol. I also want to acknowledge all the MPs from Bristol: they are four strong women, who are here together fighting for a better future for rail in their city.

The case for the electrification of the route was set out in October 2009. The Department for Transport projected then that it would take eight years to complete and cost up to £1 billion. According to the original timetable, we should have been looking at a fully electrified line from London to Swansea by the end of next year. Since then, however, the project has had a very unhappy journey.

Two weeks ago today, we were told by the Rail Minister that the project will be paused, with no detail of when it might be unpaused or restarted, or, indeed, if it will ever be completed at all. Over the past six and a half years we have had delay after delay to the original timetable, and the cost to the taxpayer has skyrocketed as a result. As the Minister knows, the National Audit Office, in its recently published report, laid the blame squarely on the Department for Transport, stating that it did not

“plan and manage all projects…in a sufficiently joined up way.”

I have worked in government at local and national levels. At the national level, I found that the lack of planning and joined-upness makes local government look like a smoothly operating machine, and that is saying something. Even within that, the Department for Transport has its very own place.

The cost of the project was reassessed in September 2014, when the Department estimated it at £1.5 billion, up 50% on the original costings. Although the cost-benefit ratio expected by the Department for Transport in March 2015 was within the Department’s high value-for-money range, at 2.4:1, by the end of last year that had dropped to 1.6:1, which meant that it had fallen to within the medium value-for-money range. That is because the Department was forced to announce that the cost of the project had been revised yet again and was now estimated to be more than twice the original projection, at £2.1 billion. The latest announcement is in another league altogether, however, with the estimated costs to the taxpayer reaching £5.58 billion. The Government have managed this infrastructure project so badly that the cost-benefit ratio has now fallen through the floor.

The issue is not isolated to the great western route alone. Rather, the Government’s handling of the electrification of UK railways is being felt right across the country. First, we had the delays to the electrification of the trans-Pennine railway. Originally planned to be completed by the end of 2018, that is now looking distinctly unlikely—to put it politely. The electrification of the midland main line was paused in June last year. The wires will now not reach Kettering and Corby until 2019—that is today’s estimate—whereas the original plan had been for electrification to stretch far beyond Corby to Derby, Leicester and Nottingham by 2018. When the Government finally announced that both plans had been revived, it was only to say they would be four years behind schedule.

In 2013, 30% of the most crowded train services in England and Wales were Great Western services into Paddington, and the Department for Transport forecast tells us that passenger demand on that route is to grow by 81% between 2013 and 2019. Electrification is therefore essential if we are to see any improvement for passengers. It will lead to further economic benefits, in particular driven by freight trains running on electrified lines, and it is vital if we are to reduce our carbon footprint and will help to build a greener transport network, with the increase of freight on rail being central to that aim. It is therefore really disappointing to see that a significant part of the estimated £330 million that will be added to the bill for the electrification of the great western route will come about because of the revisions that are needed to the new all-electric trains that the Government ordered.

Thanks to the delays, those trains, which were set to cost the taxpayer £4.1 billion, will now need to be fitted with diesel engines so they can run on sections of the great western route that the Government have now decided will not be electrified. Adding those diesel engines will make the trains heavier, less energy efficient, more polluting and more damaging to the track. So this Government will spend £5.58 billion on upgrades to the great western route that will in fact cause a reduction in capacity, a slower service and an increase in carbon emissions and mean that rail lines will require even more regular maintenance work. That is quite an achievement.

My right hon. Friend the Member for Slough (Fiona Mactaggart) said that this issue impacts on the earlier debate about pollution in the Thames valley and the decision about a third Heathrow runway. Further, passengers in the north of England and Scotland will have to wait up to two years longer for improvements to their services, because the revised plans and delays to infrastructure works mean that old Great Western Railway stock will not be passed on to other areas that were depending upon getting that old stock to make such improvements.

The budgeting for this project has been shambolic, and clearly no one can confidently rely on any figures produced by the Department for Transport. The Government cannot be allowed to get away with continually claiming to be investing in infrastructure when we see Ministers once again with their tails between their legs trying to sneak out announcements about further delays to their plans.

Will the Minister tell us exactly when the Government intend to follow through on the great western line? When can we expect the pause to cease and the project to restart, if it restarts? In what shape will it be if it ever restarts? At the beginning of the debate, the hon. Member for Bristol North West talked about passengers. She is absolutely right: neither passengers nor taxpayers are getting a good deal, and quite frankly, they deserve better.

[Mr Philip Hollobone (in the Chair)]

Order. Will the Minister bring his remarks to a conclusion no later than 5.43 pm to allow the mover of the motion to sum up the debate?