Accrington Railways - Robert Kenyon

Government’s investment on railways. At present 40% of the Public Service Obligation Grant is directed to the Greater London area, which seems to be an unreasonable proportion. Following the electrification of the West Coast Mainline some five years ago, there has been no capital injection of any note in the infrastructure or the network of the County. Indeed the existing rolling stock of DMU’s is now well over twenty years of age and in an ‘appalling’ condition. Yet, new rolling stock is several years away, because BR cannot make plans to build new equipment until the External Financing Limit is raised to meet these needs. You will be aware that there is wide concern about the lack of investment in the North West, which is being expressed to the Government in a number of differing ways. For example your colleague, Mr Patrick Jenkin, met a deputation from the North East Lancs Development Association along with the County Council in June, to hear the case for granting Development Area Status to an area which is suffering from a decline in its traditional industries, textiles and footwear. This Rail Strategy has the full support of the 14 District Councils of Lancashire, whilst the Fylde Development Association and the North East Lancs Development Association, would like to join in requesting a meeting with you on the major issues, which in summary are - A. A fairer share of the PSO Grant. B. A £45 million investment in the Manchester - Blackpool electrification. C. A ‘substantial’ investment in new DMU rolling stock. Yours Sincerely, Brian Hill. PREFACE In its 1981 Report the Central Transport User’s Consultative Committee, expressed fears for the future of the British Railways network. The shortage of funds for even the basic levels of maintenance of the existing network was of great concern to all Transportation Authorities and Rail-User Groups. It was recognised that BR has maintained their excellent record on safety, but this has been part as a consequence of enforcing more speed restrictions and a generally poorer level of service in terms of timekeeping and the condition of the rolling stock. The TUC predicts that if this trend continues, the enforced closure of many route miles of track will become inevitable. The County Council fully endorses this view, and it appears that the process of retrenchment is already underway as in part at least, some lines have been singled from double track in order to reduce maintenance costs. There is an agreement with BR that the critical point has already been reached and that the Government’s financial policy will, in the next couple of years, have a profound effect on the maintenance of services provided by BR, not only in the next decade but probably for all time. In view of these long-term repercussions LCC deplores any further cutbacks in the rail network, not only on the grounds of its current role in transportation within the County, but more because of the threat to the County’s industrial competitiveness and prosperity. INTRODUCTION 1·1 The purpose of this ‘Rail Strategy for Lancashire’ is to set down the views of LCC and the District Councils within Lancashire, on the future of the railway network and services within the County. 1·2 This has been prepared due to the Local Authorities’ and BR’s concerns, that there has been a complete absence of any investment over the past several years in the infrastructure and rolling stock.

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