Electrification Postponed: Echoes of 1963?

Midland Main Line 222 Meridian

So the government have postponed the Midland Main Line and Trans-Pennine electrification schemes amidst suggestions that the high-profile Great Western electrification is running seriously late and way over budget.

Given the Tories pre-election promises it’s looking like their equivalent of the Liberal Democrat’s tuition fees débâcle, at least on the surface. So much for the “Northern Powerhouse”. Though in this case, since it’s widely suggested that there were plenty of warning signs that the GW project was in trouble, but bad news was being deliberately suppressed prior to the election. Which means the charge against the Tories one of deliberate lying rather than broken promises.

There is horrible echo of the 1963 appointment of Dr Beeching in response to the cost overruns of the 1955 modernisation plan, though in a time where passenger numbers are rising year upon year we’re unlikely to see Beeching-style closures. The 1955 plan was a crash programme following years of under-investment on a network that had never really recovered from being run into the ground during World War 2. It involved a lot of new and untried technology, much of which wasn’t terribly successful, from manufacturers who seemed to be chosen as much because of politics than their expertise. A lot of money was misspent, both on unsuccessful locomotive designs and on vast freight marshalling yards which soon turned into massive white elephants. And let’s not mention the unspeakable horror that is Birmingham New Street station.

Likewise we’re now playing a heavy price for the lack of any large-scale electrification schemes since the late 1980s East Coast Main Line, a full generation ago. Paul Bigland describes it well: The Labour government from 1997 to 2010 believed there was no need for electrification because some magical new technology was just around the corner. So the British railway industry lost the skills base necessary for such large and complex engineering projects, which is one reason the Great Western scheme has run into such difficulties. It’s just the same as the stop-start-stop approach to rolling stock procurement has decimated Britain’s train manufacturing industry. We’re now importing locomotives and multiple units from America, Spain, Germany and even Japan because British works went out of business during lean years.

A more rational approach would have seen a slow but steady rolling programme of electrification over the past four decades; as one project finished the teams would move on to the next, and lessons learned in past projects applied to future ones. The Midland and Transpennine routes would have been electrified years ago, along with other trunk routes who’s electrification isn’t even on the horizon.

One final point. A lot of ill-informed commentators with political axes to grind are now claiming that the MML and TPE schemes are being scrapped in order to save HS2. Paul Bigland again skewers this argument as complete cobblers, emphasising the fundamental difference between upgrading existing lines and building brand new infrastructure. And yet again the anti-HS2 mob have no answer to the fundamental rationale behind HS2, the lack of capacity on existing routes heading north out of London.

This entry was posted in Travel & Transport and tagged , , , , , . Bookmark the permalink.

2 Responses to Electrification Postponed: Echoes of 1963?

  1. Michael says:

    Sigh, this only goes to show why politicians are the last people who should be put in charge of long term planning.

    HS2 might or might not be a good idea, but I’m sure it is not the best idea for spending the woefully limited transport budget or deploying the even more woefully limited engineering skill pool.

    I’m not even convinced the WR electrification is more urgent than the MML. The snag is that the only sensible place to pause that project will be when the wires get to the end of the Thameslink project. Even a politician can work out how that is going to play with voters outside London.

  2. Tim Hall says:

    As I’ve said before, HS2 has suffered from being mis-sold. It’s not about cutting 20 minutes off travel times between London and Birmingham, it’s all about putting in an extra pair of tracks north of London to add much-needed capacity.

    As for the GWML electification taking priority over MML that might be down to politics: Wales vs. South Yorkshire?