Be informed

I use the case of the electrification of the railways as an example of climate mitigation. Diesel trains are hugely polluting, particularly in the context of carbon dioxide; electric trains much less so. Seemingly a switch from car to diesel train can cut an individual’s carbon emissions by 70 per cent and a whopping 90 per cent if the train is electric.

The electrification of the network has always been rather piecemeal. The East Coast Mainline was electrified in the 80s, but missed out key towns and cities such as my home town, Hull. Diesel trains still run under the wires from London to the city. More startling, but not surprising is the account given by Aneurin Redman-White, a railway design consultant, of the mess that is Brunel’s original railway Paddington to Bristol/Cardiff and Penzance. The Penzance bit was abandoned by Chris Grayling, the former secretary of state for transport, even though it had been used as a reason for price increases! It’s like watching a mini-series on TV but not watching the concluding episode. But, actually, it is not like that at all.

Unfortunately, the current British Government, like many before it, believes that private mobility – cars – are still the future and perennially electorally popular. Notwithstanding the fact that governments should always lead rather than follow, especially on global challenges such as climate change, the decision not to electrify the railways on cost grounds, whilst continuing to build roads, is short sighted and wrong.

There is another option, instead of electrifying the infrastructure – at least for short or middle distance routes – battery trains are becoming an option. Great Western Railway in England has now publicly trialled such a train (right – with Mark Hopwood, MD). This train is giving 86 miles (138km) per charge. And charging takes – wait for it – 31/2 minutes.

There are hybrid electric trains, too. Hitachi Rail runs 20 so-called tribrid trains across Italy. The battery is charged when the train decelerates by braking or when it is collecting charge from an overhead wire. There is only 10 miles manageable per full battery, however.

Network Rail, the owner of the UK infrastructure such as track and signalling, has a net zero carbon target for 2050. To meet that target about 500kms of new electrified railway is needed each year. At the moment, a mere 38 per cent of the UK rail network is electrified. The German railways, by contrast, are reported to be 90 per cent electric operation (slightly different terms, I appreciate, but even then, a significant difference).

The argument that the UK railways contribute only about 2 per cent of greenhouse gases across all sectors is a classic response. What is 2 per cent? For that amount, it is not cost-effective. Investment in public infrastructure can be cost-effective, especially if we consider wider social returns in terms of employment and mobility more generally (just look at what CrossRail/Elizabeth Line has done for the Capital). Moreover, maintaining the capability to design, build and maintain infrastructure is, arguably, a requirement of a post-carbon (aka civilised) world.