Rail Infrastructure Resilience: Storms and Floods

Question

Asked by

To ask His Majesty’s Government what plans they have to improve the resilience of rail infrastructure against future storms and floods.

My Lords, my department’s climate adaptation strategy for transport embraces detailed work on the railway infrastructure by Network Rail. That organisation has produced weather resilience and climate change adaptation plans by railway region, looking out not only over the five-year control period to 2029 but further into the 2030s. Those plans identify priority sites for maintenance, renewal and enhancement. Beyond 2029, work programmes will be firmed up and funded in future control periods.

My Lords, I am very grateful to my noble friend for that Answer and to know how much work Network Rail is doing to mitigate the effect of global warming. But when we look at the south-west, we see most of it cut off for several days—weeks, occasionally—not just by high tides, which are going to get higher, but by river floods. We may get a situation where the whole railway between, say, Newton Abbot and Exeter is closed and not repairable, so is it not time to start a formal study into the viability of inland routes and how they could be developed? That would give people who live in the south-west some comfort that the long-term resilience of the whole rail network down there is being looked at and preserved.

As an engineer, my noble friend will know that Brunel built the railway around the south Devon coast in 1846 and that it has been under attack by the tides and weather ever since. The most serious closure was of nearly 60 days in 2014, and that was remedied by a large-scale investment project that spent £165 million. That resulted in a railway that was sufficiently resilient to remain closed for only 36 hours earlier this year, despite terrible weather.

The citizens of Devon and Cornwall can be quite comfortable that the future resilience of the railway is being looked after. The alternative route, which stopped operation some 60 years ago, in fact closed temporarily for a much longer period due to the heaviest rainfall ever recorded in the south-west. It would not be a sufficiently resilient route, even if it could be afforded to be rebuilt.

My Lords—

My Lords, I start by wishing the Minister a happy birthday—

My Lords, first, I wish the Minister a happy birthday. As we have been discussing, extreme weather is our new reality, leading to the Tarka line, which links Barnstaple to Exeter in the south-west, already being closed for 24 days this year as a result of the recent storms. Will the Government commit to increased investment to help our railways adapt to the new climate and to keep passengers moving, whatever the weather?

I thank the noble Baroness for her good wishes. There have been quite a lot of birthdays in my life so far. The Tarka line is part of what was the Southern route around the northern edge of Dartmoor. The highest rainfall ever in the south-west of England closed the line for a long period of time simply because the bridges had to be inspected to make sure that they were safe for traffic. There was a terrible accident some 40 years ago in Wales, when a bridge collapsed due to erosion after a storm. I can reassure the noble Baroness that Network Rail is looking at some advanced sensor technology in order not to have to wait for rivers to subside sufficiently for divers to inspect the foundations of bridges. That is a fairly modest expenditure, and I think it will help the resilience of the lines to Barnstaple and Okehampton.

My Lords, what progress is being made on doing some of this resilience work outside just bank holidays and weekends? A programme was set in place by the previous chairman of Network Rail to ensure that this work is done at other times of the year. Is that still being undertaken, and what progress has been made on that front?

I think the previous chairman of Network Rail recalls one of the previous Secretaries of State telling him to do something like that—and, as an obedient public servant, that chairman went off and did it. The lines north of Exeter to which the noble Baroness, Lady Pidgeon, referred are, rather unfortunately, closing for two weeks in just a few days’ time. They are being closed in the winter season, when use is less, although it will still be inconvenient, precisely because it is cheaper and much more efficient—and the work gets done better—to do large-scale track renewal and maintenance of drainage and other structures. That cannot be done everywhere but, where it can be done, the noble Lord is absolutely right that the railways should do more of it. The co-ordination that will come from Great British Railways will enable more of that sort of work to be done.

My Lords, Network Rail—being, of course, a state entity—does not buy third-party insurance from anywhere, but the insurance industry has an amazing number of modellers and information about the natural perils in the United Kingdom, particularly the sweet-water peril and the salt water peril that we are discussing. Can the Minister tell us whether the insurance industry is being tapped for its expertise in trying to manage and predict these perils?

The noble Earl asks a very pertinent question, and I will write to him. I believe that is true, but I cannot say for certain. Following the Carmont disaster, when people were killed as a result of an earthworks failure, the noble Lord, Lord Mair, wrote a very powerful report on earthworks maintenance for Network Rail, and Dame Julia Slingo did similarly on the weather. During my tenure at Network Rail, it started by buying the cheapest weather forecast it could. Dame Julia has pointed out that you can now forecast the weather in two-kilometre squares throughout the country; that is what Network Rail now does, and it helps prevention. I take what the noble Earl says very seriously and will write to him to make sure that the knowledge in the insurance industry is used.

My Lords, the Minister has a very reassuring attitude towards travel, particularly in the south-west, but I think it will be many more birthdays before he resolves issues such as Dawlish Warren and the current closures we have in south Devon. Does he understand that users of the Tarka line, of which I am one, are not just people like me? There are a lot of students travelling from places in the north of Devon, such as Barnstaple, and all the villages and communities in between, trying to get to places such as Exeter College for sixth form on a very regular basis. Very often, the buses that are put in place do not necessarily tie up, and it is extremely difficult for them, particularly when they are facing things such as exams.

I absolutely recognise that. The prolonged closure after the recent flooding has meant that Network Rail’s attention has been very sharply drawn to the need for both the structures and the earthworks to be more resilient, and for the inspection process for bridges, which I referred to earlier, to be done in a more expeditious way. I entirely recognise that many communities in north Devon rely solely on that railway, and that it must perform better in the future.

My Lords, in light of the repeated flooding of key routes operated by East Midlands Railway in the area that I serve, particularly the Erewash flood plain near Ilkeston, as well as the Trent Valley, what assessment have the Government made of the cost effect on businesses from loss of trade and overall productivity, and the wider social costs that arise, when railways are not functioning properly due to persistent flooding?

The right reverend Prelate is completely right that the real costs of an interruption to the train service are suffered by individuals and businesses. This Question has so far concentrated largely on the south-west, but the right reverend Prelate reminds us that this is prevalent throughout the country. The adaptation plans that I referred to in my original Answer cover the whole of Great Britain, including the railway in Scotland and Wales. They are designed to reduce, as far as possible, the risks posed by flooding and other weather events to the whole railway on a continuing basis, precisely because of the effects of an interrupted service, as the right reverend Prelate says.