Accrington Railways - Robert Kenyon

franchise revised to allow them to continue to operate the trains by what was described as a “Direct Award” or an ‘Operator of Last Resort’ being appointed in its place. If past events were anything to go by the Direct Award would see the majority of the current management retained in post. These moves were made known after scathing criticism was voiced by Henri Murison, Director of the Northern Powerhouse. The VTG tanks were behind a couple of 56s on Monday the 27 th , 097 piloting 049. After months of speculation about the future of the Arriva Rail North franchise, on Wednesday, January 29 th , Grant Chapps announced that from March the 1 st , 2020, the Department for Transport would take control of the operations from this troubled operator. No doubt the rumour of financial problems was reinforced, when Companies House revealed that their accounts for the year to March, 2019, had not been submitted by the December 31 st deadline. This announcement may have fuelled speculation that things were to imminently improve, but of course the same rolling stock, staff, managers and infrastructure will still be in place for some time to come. Solutions to problems of this magnitude would not come easily, and Arriva had stated on many occasions that they could not be held responsible for things which were outside their control. These included delays to improvements to the permanent way, electrification and holdups in the delivery of replacement rolling stock. However, what could be laid at the door of the company was the insufficient numbers of trained drivers when the new units began to be delivered, and a totally misjudged industrial dispute about the role of a second person on trains. There can be no doubt that many problems had been caused by underfunding of the network in the North for decades, it did appear now that this particular administration sees the reopening of some routes closed during the cuts made in the 60s and 70s, as a distinct possibility. Grant Chapps was at Poulton-le Fylde to hear the arguments put forward for reinstating the line to Fleetwood, and the feasibility study on the Colne to Skipton section could still be a factor in seeing it put back on the agenda. But, as usual, all the media attention seemed to be concentrating on the city regions of the north and little or nothing was reported on the shire towns. February On Sunday the 2 nd , Network Rail’s Track Inspection Train was noted on the East Lancs Line, with its yellow track recording coaches topped and tailed with similarly liveried Class 37 locomotives. The work on the two bridges over the Leeds & Liverpool Canal near to Accrington Golf Club and at the approach to Rose Grove had caused cancellations of trains on the East Lancs Line when it was closed between the 15 th , and the 23 rd . No trains could operate over this section between Blackburn and Colne on these dates. In addition there were additional cancelations on Saturdays the 15 th and 22 nd , and Sundays the 16 th and 23 rd , on the section between Blackburn and Hebden Bridge. There were no trains between Accrington and Blackburn for four days, commencing on February the 17 th . This work was estimated to cost £3·95millions and, according to Network Rail, would improve journey times for several years to come. It was assumed that there would be replacement rail support services during these closures. An Operator of Last Resort (OLR), had been given the task of running the former Arriva Rail North franchise from the first day of March, with the deal predicted to last until March, 2022. ( Although when an OLR was appointed to run the LNER in 2018, it might still be the operator in 2025 .) It had been announced that all the staff of the defunct operator would transfer to the OLR, with a ‘possible’ change of management. Arriva had taken charge in April 2016, but within the space of just 18 months concerns had already been raised about its financial viability and it was stated that by 2020, it could only have continued for ‘a few more months’ before failing. The figures are astounding as in the first year of operation the subsidy was £275millions, which reduced to £262millions in 2017/2018 and again in 2018/2019 to £260millions. Despite this by the beginning of 2020 it was estimated the franchise holder had a deficit of approximately £300millions. The annual subsidy was due to be reduced further to £221millions in 2019/2020, and this reduction was set to continue year on year to the end of the term of the franchise in 2025/2026, when they would have received £39millions. So it was obvious that problems were on the horizon. In the final year of the Serco/Abelio consortium’s franchise it had received £235millions in subsidy, and the increase to £275millions was consequent on the undertaking that Arriva was to introduce large numbers of new carriages and rolling stock. Arriva had also failed on its commitment to improve productivity by introducing Driver Controlled Operation (DCO), which was one of its contractual obligations. It was expected that the OLR would accept the Union’s terms on the role of guards on trains,

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