Your report on the scope of the TransPennine route upgrade draws attention to the wider context of rail electrification schemes in the UK (Transport secretary considering ‘seriously flawed’ rail upgrade, 8 December).

In the past, rail electrification has not always been delivered as cost-effectively as it can be, notably on flagship schemes like the Great Western electrification programme. Therefore, the Railway Industry Association (RIA), which represents more than 240 rail suppliers throughout the UK, is leading an Electrification Cost Challenge, to show how electrification costs can be reduced. The evidence gathered so far already suggests electrification schemes can be consistently delivered at 2009 levels.

In September, the government publicly committed to work with the RIA to produce a report on cost-effective electrification within 12 months. The government has also set the industry a challenge to decarbonise the UK’s railways by 2040. To achieve this goal, electrification must be one of the prime options for intensively used routes, including schemes like the TransPennine route upgrade, which ultimately ensures there will be clear benefits to passengers, freight and the environment.

David Clarke

Technical director, Railway Industry Association

• Three recent Conservative manifesto pledges on transport: 2010 – tackle overcrowding and make Network Rail more accountable to customers; 2015 – electrify main northern rail routes; 2017 – ease overcrowding, reduce travel time and increase capacity through strategic investments, including Northern Powerhouse Rail.

Six recent TransPennine rail journeys: all unpunctual, one cancelled en route, one did not start, one left out two advertised calling points, all overcrowded.

Professor Richard Morris

Harrogate, North Yorkshire

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