A Pacer (left) and a Sprinter (right) at York. These, we think, are real trains. Image: Chris Sharp.
There has been nothing on that scale in the last 30 years.
2. The failure of Northern Spirit
There were winners and losers when the railways were privatised. The North were the losers.
The franchise east of the Pennines went, in 1998, to a management buyout. But Northern Spirit, as it was known, didn’t do well: shortages of drivers and trains led to endless cancellations, which led to an emergency timetable, which soon became permanent, which led to a £2m fine from the Strategic Rail Authority.
In 2000, Northern Spirit was bought out – bailed out, even – by Arriva. The trains received new liveries a couple of times, but little else changed.
3. The ongoing driver shortage
At the same time, the rail freight industry was growing. Rather than train their own drivers, which is costly in both time and money, the freight companies instead poached drivers from the passenger sector.
This created a driver shortage in the north, and drove up both wages and reliance on rest day working. Northern drivers are now very well paid and don’t need to work overtime, yet the industry is still dependent on it.
An industrial dispute is underway at Northern at the moment. The removal of rest day working is a little talked about factor in this whole mess.
4. The ‘no growth’ franchise
The second round of franchises in the North, awarded in December 2004, saw the creation of two new companies. First TransPennine Express (FTPE) became a proto-Intercity operator; Northern Rail was formed as a commuter and rural train company. Between them they ran the bulk of the North’s trains until March 2016. Both were very successful, and saw large increases in passenger numbers.
But the franchises were awarded by government on a ‘no growth’ basis: that meant there was no mechanism to encourage investment, and revenues beyond a certain point would be clawed back by central government.
In other words, the powers that be had given up on rail in the north: line closures were being discussed. Unexpectedly, these railways flourished – but with no money for additional rolling stock, more than a decade’s growth had to be contained within the same size fleet of trains.
Overcrowding wasn’t just an issue for commuters: trains between Leeds and Manchester as late as 11am were full to standing.
Packing them on a Pacer in June 2016. Image: Chris Sharp.
5. The no extra coaches
First Transpennine Express could see the direction things were heading, and made a bid to government to expand its fleet. The company’s three-car trains were filling up; it wanted to ease the crush by adding a fourth.
The Department for Transport (DfT) thought about this for a year, and then said no. Ten years on, and Transpennine Express are about to receive new five car trains – but the North has literally been standing around for a decade.
A 3 car Transpennine Express waiting at platform 10, York. When everyone told you that York has a beautiful station, they forgot about this bit. Image: Chris Sharp.
6. The lack of diesels
The reason for the DfT’s refusal was electrification. In 2009, the future was electric: there was thought to be no point buying diesel trains, when the network would be electrified within 25 years.
Only a few lines have been electrified, but fewer diesels have been built – which has left the country with a shortage of diesel trains for at least a decade. Northern Rail couldn’t run more trains even when it wanted to, because there weren’t any spare trains available. When the Tour de France came to Yorkshire, every spare diesel train in the county was chartered in, and there still weren’t anywhere near enough to meet demand.
There are plenty of good quality electric trains, which are in storage rather than in service. So many, in fact, that there are at least three projects now underway, working on adding diesel engines to them so they can run away from the wires.
7. The raid form the south
With a clear shortage of trains in the north, the Department of Transport allowed Chiltern Trains to nick 18 of First Transpennine Express’s coaches, to run a new London to Oxford service.
This left the North in a hopeless state. The DfT forced Northern Rail to give some of its trains to FTPE – and then, in a bizarre turn of events, the DfT started running services with Northern Rail. Trains on the Cumbrian Coast route were run with very old diesel locomotives and 50 year old coaches. They actually had Department for Transport stickers on them.
These trains are very popular with rail enthusiasts, but not with the locals who complain about how often they break down.
Department for Transport train at Ravenglass. Don’t ask me how I have a photo of this, it’s pure chance. Image: Chris Sharp.
8. The ridiculously old trains
Train breakdowns aren’t limited to the Cumbrian Coast. Old things tend to go wrong more than new, and Northern’s fleet of 30 year old trains are far from reliable. They need a lot maintenance. And trains that are being repaired or maintained can’t be out on the network getting passengers to their destinations.
When trains aren’t maintained properly, they are also more likely to break down. And a train “sitting down” can cause a lot of disruption to other services. On top of that, the fleet of trains is being made to work harder and longer, as passenger demand has grown. This all adds to the unreliability of the fleet.
Old trains are also a poor experience for the passenger. Often they are less comfortable, and tend not to be as water tight as they should be. Some of Northern’s fleet have built in showers, which operate automatically whenever it rains, whether you want them to or not.
One of a small batch of Pacers without bus seats. The black rubber mat on the floor shows the location of the shower facility. Image: Chris Sharp.
9. The new franchisees promise big…
Northern Rail and First Transpennine Express were successful. They both delivered large increases in trains services and passenger numbers, even though their franchises were awarded on a no growth basis.
New franchises were due in 2016, and the same mistakes would not be repeated: this time it was all about growth, growth and more growth. A minimum of 200 extra carriages for Northern. All Pacers to be scrapped. Longer trains for Transpennine. Quicker journey times. The Northern Powerhouse was thrusting forward, and electrification would spark over the network.
Arriva won the Northern Rail franchise, and confusingly rebranded it as, simply, “Northern”. First won Transpennine, and rebranded as Transpennine Express. Both promised big things. Probably too big. But what else could they do? Investment in the North was 20 years behind where it should be, and the Chancellor and the Transport Secretary wanted that to change.
Old train with a new coat of paint. A Sprinter in Northern livery. Image: Chris Sharp.
10. …but don’t deliver
We’ve now reached the point where those big promises are being delivered on – and it’s not going well.
Last month’s major timetable change wasn’t just about rescheduling trains, but was designed to deliver more services between Leeds and Manchester, Manchester and Liverpool, Newcastle and Leeds, Lincoln and Sheffield, and so on and so on. All these service improvements need more trains – and those trains haven’t arrived yet. New trains are being built, and the inevitable delays to their arrival have yet to be announced. But delays to new trains in London and Scotland are causing problems in the North.
Second hand trains from Bristol and Edinburgh can now been seen at work in Yorkshire, but not nearly as many as there should be. And delays to electrification in London means diesels haven’t been released to Bristol, which in turn has kept Yorkshire bound trains in the South West. Brand new electric trains in Scotland have unsafe curved windows in their driving cabs, so haven’t entered service, which means Scotland’s diesels haven’t headed south of the border.
This new timetable should have seen even more changes, but many service improvements have been held back until December. Even without the introduction of these more frequent schedules, there is a big shortage of trains, resulting in the trains that are running having fewer coaches than demand requires. Passengers are being left on platforms.
A Turbostar at York on May 22nd working a Northern service, still in its Scotrail Livery. Image: Chris Sharp.
11. The creaking infrastructure
The other company which needs to deliver on promises is Network Rail – not that it has promised much in the North.
Leeds and Manchester are booming rail hubs. They have seen massive increases in passenger numbers, yet there has been little (Manchester) or no (Leeds) investment in the railway infrastructure. Widespread electrification was promised and then unpromised. It hasn’t been cancelled, but it won’t happen. The short lengths of railway that are being electrified have been massively delayed.
The Ordsall Curve in Manchester has created more demand without creating any new capacity. Manchester Victoria is full, and yet more trains are running through it. The result is that trains from the west can’t terminate at Victoria, so either have to run though to Rochdale and onwards, or are routed to Piccadilly and on. Yet Piccadilly’s two through platforms are already at capacity, too, and the two additional ones that were promised have been cancelled by Chris Grayling. Ordsall Curve was hailed as the big blessing of the Northern Powerhouse: it’s becoming a curse.
I don’t have a picture of the Ordsall Curve, so here’s a picture of some old infrastructure. A Sprinter crossing the Knaresborough viaduct. Image: Chris Sharp.
Conclusion: We shouldn’t be here
In the late 1980s, West Yorkshire had the biggest non-electric rail network in Europe. The railway from Doncaster to Leeds was wired in 1989, and the Leeds North Western network followed in the 1990s.
A rolling programme of electrification should have continued. By now, all the routes between Liverpool, Manchester, Sheffield, Leeds, York and Hull could have been under the wires. This would have led to a steady stream of new electric trains which would have not just kept pace with demand, but stimulated it.
But the North has been starved of this investment – and as we scramble to catch up, this mess has finally caught the attention of the country.
During the last two decades we have seen rolling programs of railway improvements requiring massive investments and delivering major improvements. The London Overground is ow 10 years old. Chiltern Railway’s Project Evergreen has transformed the route out of Marylebone. Thameslink, with its four major station reconstructions and £5.5bn budget, has already transformed rail travel on its routes. These show that it can be done.
But, apparently, only in London.
The North is kicking off – and it’s about bloody time.
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