Accrington Railways - Robert Kenyon

Unless something is done and soon, these branch line services will cease to exist. We are anxious to expose this threat and hope that the publication of this strategy will encourage the Government to accept both the need for urgent investment in electrification and new rolling stock, and the importance of retaining the current level of passenger services. 1·3 In the summer of 1981 it was obvious that the financial situation of BR was becoming very serious, and that a reduction in service levels in order to secure economies was apparently inevitable. Indeed, BR came forward with proposals for the singling of parts of the East Lancs and Preston to Ormskirk lines, which were widely considered to be the first steps in the run-down and eventual closure of those lines. The County Council was also concerned at certain of the proposals which, following a meeting in London held on October 23 rd 1981, between LCC’s representatives and the North East Lancashire Development Association (NELDA) when, with the General Manager of BR’s London Midland Region, it was agreed to prepare this document. 1·4 In considering the certain proposals or courses of action in this document, LCC has been realistic in that they recognised the financial restraints currently placed on BR and local authorities by Central Government. It follows that it might take some time for several of these suggestions to be implemented. Never the less, the main objective of this Strategy is to alert Central Government to the views of the Authorities in Lancashire, that any further deterioration of the rail services in the County is unacceptable. 1·5 By preparing this Strategy, the Local Authorities in Lancashire are conscious of a complete absence of any overall plans for public transport. Such a situation is deplored and in addition to putting forward the points contained in this Strategy for investment in the rail network for its protection and development, the Local Authorities call upon the Government to prepare, as a matter of urgency, a ‘National Transport Plan’. Such a Plan should set out how a combined road/rail public transport network can be maintained and advise on priority areas for future investment. LANCASHIRE COUNTY COUNCIL’S ATTITUDE TO BRITISH RAILWAYS 2·1 Lancashire derives great benefit from the fact that much of the local railway network is based on Preston and Lancaster, both of which are served by the Inter-City electrified route. The services radiating out of Preston contribute to the financial improvements to the local network, which in turn provides support for these Inter-City services. In other words the local services not only provide local transport links, but they also act as feeders to the Inter-City, regional and national network. 2·2 For the most part the local network’s timetables are geared to maintaining connections to these Inter City services. This tends to restrict the flexibility required to cater for the local needs, and this leads to separate routes for trains and buses, which renders complete integration and co-ordination difficult. Consideration has also to be given to the local requirements all along these lines. 2·3 LCC, in structural planning terms, recognises that local rail services have an important role to play in meeting the transport needs of the areas concerned. Never the less, it is a positive structural plan to seek retention, and where appropriate the improvement of the existing rail network, with key links to the Inter-City system as well as to provide for local movements. 2·4 Following implementation of the 1978 Transport Act, it has been open to LCC, by agreement with BR and at the County Council’s own expense, to improve railway services to meet the local community’s needs, or to arrange for lines to be reopened to passenger traffic. In short, to secure a better level and quality of service than BR are able or willing to supply. The County Council however, has never felt able to enter into this course. In the first instant they consider that it is the responsibility of BR to maintain the existing network in a safe and satisfactory condition, whilst providing rolling stock of an acceptable quality. In the second place, resources made available to the County Council are limited, and judgements have been made that the priority must be directed towards maintaining a County wide network of bus services. (Local passengers carried by BR each year are estimated to be no more than 5% of the number of those transported by bus.) Such a policy by LCC is liable to continue. Despite this however, LCC in co-operation with BR, has provided ‘ Park & Ride ’ facilities at a number of local stations, but put in terms of expenditure this has been a very minor investment. FINANCIAL & OPERATIONAL CONSTRAINTS ON BR’s SERVICES IN LANCASHIRE 3·1 The Public Service Obligation Grant (PSOG). 3·1·1 Since 1975, BR’s services have operated under an annual agreement between BR and the Government. 3·1·2 This operation of the PSOG has had certain effects, some of which are of concern as highlighted below.

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