THE electrification of the TransPennine route was part of the Department for Transport’s 2012 electrification programme which also included the Great Western and Midland routes long before the Northern Powerhouse initiative.

The state-run Network Rail has encountered serious problems electrifying the Great Western line which is already two years late and wiring costs have tripled to £3 billion.

Completing the TransPennine route by 2022 has been in doubt because of problems associated with the five Victorian tunnels between Leeds and Stalybridge, which cannot be electrified without lowering the tracks and re-engineering the foundations of the tunnels.

This would force the closure of the line probably for several months for each tunnel and in the case of the three-mile Standedge Tunnel even longer.

For Rachael Maskell’s information, the use of bi-modal trains in these circumstances will not impact upon journey times or train capacity or delays.

Many rail experts have long favoured development of bi-modal trains which are electric powered under wires but which convert, at the touch of a button, to temporary diesel power in challenging circumstances, such as navigating the TransPennine tunnels.

Bi-modal trains are costlier and are less environmentally friendly but are no easy solutions to any transport problems though in time hydrogen or battery power will doubtless prevail.

John Barrett, Strensall, York