Accrington Railways - Robert Kenyon

Northern Powerhouse so far had a succession of leaders to spearhead the cause as mitigating factors. He also hinted that any future funding would be on condition that Hyndburn became a ‘unitary’ authority, possibly with some others in the region. On Wednesday the 11 th , the VTG tanker train was behind double-headed Class 56s, with 096 piloting 078. Although no longer the Member of Parliament for Hyndburn and Haslingden, Graham Jones has continued to promote the constituency in several important ways. One was to get Network Rail interested in the former sidings on the northern side of the running lines in Huncoat, to develop as an ‘intermodal freight terminal’, (a container handling facility in layperson’s terms). This extensive area of land was once the handling sidings for the power station on the south side of the tracks, as well as associated with the former Huncoat Colliery. Although it has been replanted and has become overgrown it is a substantial area of level ground, which could accommodate all the paraphernalia necessary to handle containerised traffic. It would take some of the freight away from the nearest terminal at Trafford Park, which was now running to capacity. It would be in an optimum location to access to east, west, north and south. Graham had arranged for officials from Network Rail and the Ministry of Transport to visit the site, but despite being aware that this was to take place no members of the local council took part. He stated he would still continue to promote this and other causes which would be of benefit to the area. It also appears that the campaign to have the passenger service between Manchester and Clitheroe extended through to Hellifield was still alive. It could see the reopening of the stations at Gisburn and Chatburn. Multiple Units being as they are could even reverse in Hellifield and run the ten miles or so south to Skipton. At Hellifield it would also be possible to connect with trains to Carlisle over the Settle & Carlisle Section, also onto trains operating on the Leeds to Morecambe services. Over the weekend yet another of West Coast Railways’ specials came through Hyndburn, this time with Class 37s in charge. During the week the combination of 56:302 piloting 56:087 was the combination on the VTG tanker train. Although only covering the period to March 4 th , 2019, Arriva Rail North had finally presented its accounts. These showed that turnover during the twelve month period had gone up by £110millions to £739millions. Profits had risen to £103millions from £85millions. However, devaluation of assets at £71millions and contractual costs at £180millions, had contributed to an operating loss of almost £222millions. By the time of the take-over by the Operator of Last Resort, two out of every three of the trains to be retained had been fully refurbished to the new standard. This included CCTV coverage, real time customer information displays, new seating, LED lighting, new accessible toilets, USB ports and Wi-Fi connections. Northern had also appointed the former MD of Trans-Pennine Express, Nick Donovan, as its new head. He had also been involved in the promotion of Northern Powerhouse Rail. There were two options for the future running of the Northern franchise, a two-year ‘direct award’ or a franchise of seven years duration. The RMT Union, along with several other like-minded organisations, had launched a concerted campaign on the first day after the franchise changed hands to keep it in public ownership. Rumours that the franchise was to be split into smaller operating units had been strenuously denied, and the OLR was exploring the possibility of ordering more new trains as well as rewriting the existing time-tables. Due to the increasing fears over the pandemic as of Monday, the 23 rd of March, Northern Rail was introducing a revised and reduced timetable of services, to reflect the fall in the number of passengers using the trains. It seemed as this, in a perverse way, might assist the managers of the company to achieve some of the goals they had been set in the 100-day period beginning on March 1 st . April Observations of trains suggested that even though Northern were running a severely reduced service, there were very few if any passengers using their trains. This franchise was now in the hands of the Government, so it would not have to compensate itself when all this was over, but it had been stated all businesses will be compensated for loss of revenue when the time came. On Tuesday the 14 th , signs were that at least one train was operating again when the VTG train came up the incline heading east at about the normal time. It was the first occasion that it had been noted for three weeks. On the following day the combination was Colas Rail’s 56:049 ‘ Robin of Templecombe ’, piloting 56:094. On the following day it was a surprise to see two two-car 195:0xx units running in multiple as a four car set, but with no

488