08.09.17
TfGM to fight corner for full TransPennine electrification
Full electrification of the TransPennine route must continue to be considered alongside any alternatives, Transport for Greater Manchester (TfGM) has argued, insisting that the use of bi-mode engine technology is “relatively unproven”.
Recently the transport secretary, Chris Grayling, seemed to suggest that the east-west rail link may be unlikely to be fully electrified and instead a ‘smart’ approach could be taken using bi-mode locomotives.
However, in a report prepared for the Greater Manchester Combined Authority’s Metrolink and Rail Networks Sub-Committee, TfGM stated that it continues to stand by the original investment plan and a preference for full electrification of the line.
The report, submitted by Amanda White, TfGM’s head of rail, added that “tried and tested solution guarantees lower operating costs, better performing services and greater capacity”.
However, she said they “have seen, and acknowledge, escalating cost of electrification infrastructure”.
Full electrification of the route must continue to be considered, alongside any alternative options, to the committed deadline of December 2017, argued White: “For any alternative solutions to be seriously considered, we believe that evidenced reassurance is needed that bi-mode train technology and discontinuous electrification methods are robust in delivering the committed outputs.”
It was noted that officers will be working very closely with Network Rail, Rail North and the DfT to ensure key stakeholders are involved throughout the decision-making process.
Ultimately, the industry needs to ensure that the committed customer benefits are delivered, and TfGM will look to DfT and Network Rail for assurances that train frequency will be increased, rail services are reliable and journey times are reduced, noted White.
TfGM will continue to make the case for further and sustained investment in Greater Manchester and the north, including by ensuring a continued commitment to TransPennine upgrade work and to fulfilling the commitment to Northern Powerhouse Rail, the importance of which the transport secretary has already highlighted.
Discussing the decision to scrap three other major electrification schemes in July, which included the Oxenholme to Windermere scheme, which would have allowed four direct Manchester Airport to Windermere trains to be operated by brand new Class 331 electric trains from May 2018, the committee said revised proposals will see services to and from Manchester Airport now be operated by ‘bi-mode’ trains.
These trains will operate in electric mode between Manchester Airport and Oxenholme and then under diesel power between Oxenholme and Windermere. It is useful to note that under the plans announced by Northern and Transpennine Express, bi-mode trains will operate on all of the routes highlighted for electrification, explained White.
“Class 769-Flex trains will operate most or all of the services in the Wigan North Western-Stalybridge and Wigan North Western-Alderley Edge service groups from the May 2018 timetable change and Class 802 bi-mode trains will operate the Liverpool Newcastle/Edinburgh and Manchester Airport-Newcastle service groups via the North TransPennine route from 2019,” she said.
TfGM’s head of rail added that the DfT stance is that as a result of using bi-mode technology, “disruptive electrification works on a number of key corridors will no longer be required” and “passengers will benefit sooner”.
“The use of new train engine technology is still relatively unproven however, bi-mode trains are currently being tested on the Great Western Railway and will be operating passenger services in 2018,” White concluded.
Have you got a story to tell? Would you like to become an RTM columnist? If so, click here.