INVESTMENT IN TRACK
42. The SRA and Network Rail are currently involved
in a £10 billion redevelopment of the West Coast Main Line
of which the North Wales Main Line is a branch line.[66]
This redevelopment will provide a high speed rail link from London
to Scotland. The North Wales Main Line was not included in that
redevelopment programme. Trains can run at speeds of up to 125
miles per hour between London and Crewe, but this drops significantly
between Crewe and Holyhead. As Mr Green explained: "We have
bits of 75mph, bits of 90mph, and 70 mph through to Anglesey.
We will have the most modern train in Europe and a mixed bag of
track".[67]
43. Despite the step change in speed between the
two parts of the London - Holyhead route, Mr Bowker from the SRA
told us that there were no plans to upgrade line speeds along
the whole length of the NWML.[68]
No evaluation had been carried out of the costs of increasing
the line speed.[69] Work
had been carried out on the line to ensure that the Virgin Trains
new services could operate.[70]
Network Rail agreed that only tens of millions of pounds would
be needed for a further line speed increases.[71]
However, they were unable to provide a date when line speed would
rise to 100mph.[72]
44. The SRA has subsequently agreed to carry out
a costing exercise on increasing line speeds on North Wales Main
Line and undertook to consider what action to take in light of
affordability and value for money.[73]
Mr Green welcomed the SRA's proposal to cost improvements to the
line, but was concerned that regardless of value for money, funds
were not available for any improvements: "I think the main
problem the SRA have got is funding, which is catastrophic nowas
I think everyone knowsbecause they have spent the next
ten years' money in three years".[74]
45. We welcome the SRAs commitment to a costing
exercise for increasing the line speed on the North Wales Main
Line. However, any costing exercise would be of limited use should
funds not be available. We recommend that the SRA give a clear
commitment to upgrading the North Wales Main Line should its costing
exercise demonstrate value for money. Furthermore, we recommend
that the SRA commit to running the exercise in conjunction with
the National Assembly for Wales so that there is an adequate level
of transparency in the process.
46. A further complication is that while the line
between London and Crewe is electrified, the North Wales Main
Line is not. This has a significant impact on the Virgin train
fleet whose engines run on electrified track. They require a change
of engines at Crewe to complete the journey to Holyhead. Mr Green
explained to us that the trains "go electric from London
to Crewe virtually non-stop." From Crewe to Holyhead they
are loco hauled by a traditional diesel engine. He was
at pains to point out that this procedure can now be carried out
extremely quickly.[75]
47. While any decrease in time spent changing locomotives
at Crewe is to be welcomed, electrification of the North Wales
Main Line would provide a more satisfactory solution. Several
studies have considered electrification of the North Wales Main
Line. A 1989 study estimated the net capital cost at £40m,[76]
around £150m-£200m in today's terms. Although this represents
a significant level of investment, it should be seen in light
of the cost of rebuilding the West Coast Main Line, which currently
stands as £10 billion.
48. We recommend that electrification of the line
be included in the costing exercise for increase in the line speed
of the North Wales Main Line. We further recommend, that should
the costings not prove prohibitively expensive, the work be carried
out as part of the rebuilding of the West Coast Main Line.
CLASSIFICATION
49. During our inquiry we became aware that the North
Wales Main Line is classified as a secondary route. Mr Coucher
from Network Rail explained that the classification of a line
as a primary or secondary route was a function of the type of
trains and the frequency of train,[77]
and the subsequent need for maintenance on the line.[78]
He told us that this classification was an internal measure and
assured the Committee that trains were not limited by the classification,
rather that classification was driven by the frequency of trains
using it:[79] "Should
the frequency of the service be increased, there would be a corresponding
increase in the maintenance costs. That would have to be funded
and the funding arrangement for that would have to be agreed with
the SRA at the time".[80]
50. In 1996, the North Wales Main Line was designated
a part of the Trans - European Network (TEN-T) Outline Plan for
Railways.[81] Funding
for that network is driven by EU policies to achieve the optimum
level of integration of transport modes and interoperability of
trains. The TEN-T budget covers 2000-2006 but only limited funds
have so far been made available for Wales.
51. Since 1996 there have been a number of initiatives
from the European Union to quick-start economic impact. The Commission's
Marco Polo funding initiative promoted alternatives to road freight,
and the TEN-T Priority Project for Directorate General for Transport
and Energythe Van Miert Report[82]identified
29 projects to be pursued under the TEN-T initiative. In December
2003 - the Growth Initiative from the European Council proposing
TEN-T gave it further impetus.[83]
The North Wales Main Line qualifies for such funding as it meets
three of the priority areas of EU policy. They are improved access
to ports; links to peripheral areas including the Republic of
Ireland and the fact that the North Wales Main Line has a lower
performance standard, in terms of line speed, than comparable
routes elsewhere in Europe. This funding should extend to line
speed increases.
52. The TEN-T upgrade projects are contained in a
new co-decision dossier being considered for legislative approval
by the European Parliament and the Council of Ministers.[84]
Consideration of those upgrade projects is currently at an early
stage. However, the benefits of such projects can be seen on the
A55 which runs parallel to the rail line. It had been designated
as a Euro Route, and that classification enabled it to attract
funding for significant improvements.[85]
53. We recommend that the Secretary of State
for Wales consult with his Cabinet colleagues to ensure representations
are made to the Council of Ministers, the European Commission
and the European Parliament for funding for the upgrade of the
North Wales Main Line as part of the Trans European Network initiative.
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Holyhead, Chester, Crewe and Manchester Rail Electrification -
MDS Transmodal for Chester, Clwyd and Gwynedd County Councils,
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Amended proposal for a decision of the European Parliament and
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