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An optimistic and ambitious strategy for rail in northern England

James MacColl, head of campaigns at the Campaign for Better Transport, explains the principles behind its new ‘Right Track North’ Charter and a ‘Northern Hub 2’ for West Yorkshire.

When the government let the current Northern Rail franchise in 2004, it did so on an expectation of ‘zero growth’, despite the fact that rail passenger numbers across the country had been consistently increasing. This was accompanied by no investment plans to replace the creaking rolling stock. However, since 2004, the Northern Rail franchise has seen passenger numbers increase by nearly 50% – meaning over 30 million more journeys a year in just 10 years.

As it re-lets the franchise, the government is making the same mistakes all over again. Its future plans for Northern Rail between 2016 and 2023 are based on passenger numbers growing by just 2.5%, well below the 3.6% trend that we have seen over the last eight years, even through the economic turbulence.

Add to this the Department for Transport’s questions to potential franchisees and it is clear that passengers face the threat of declining services over the next decade. The franchise competition documents require bidders to explain how they can save money and raise more from fare increases.

Messages from the chancellor on ‘High Speed 3’, and his warm response to the ‘One North: A Proposition for an interconnected North’ report developed by an alliance of five northern cities, could lead you to believe that the case for investment in great rail in the north is fully recognised by the government. But rather than a competition to see who can best improve standards and deliver the most for passengers and the economy, the message in the franchise re-letting is one of cutbacks.

Alongside the news that the DfT has obliged Northern Rail to introduce new evening peak fares from Monday 8 September, many of us now feel that a clear message needs to be sent to the government: stop punishing rail users in the north of England by making them pay more for a network that lags far behind London and the south east, and enable growth by getting them the rail services they deserve.

The rationale for adopting an optimistic and ambitious strategy for rail in northern England has never been more persuasive – which is why an array of different interests have signed up to support the Right Track North campaign, promoting this new approach.

The Right Track North campaign’s Charter is supported by chambers of commerce, environmental campaigns and user groups, with more organisations signing up every week. Together, we argue that the focus can be on investment to increase revenue, rather than cuts to keep down costs. Our approach has the benefit of improving the rail service and supporting the economy as a whole.

The Charter sets out the requirements that we think the government must set for the franchises. These include a requirement for new rolling stock to replace the unpopular and appallingly inferior 30-year-old diesel Pacer trains, which seems like an obvious requirement on the Northern Rail franchise but appears to be low on the DfT’s agenda. It also requires the development of multi-modal smart ticketing, electrification and better connections to make sure the whole region would have access to HS2. Anticipating continued growth in passenger numbers and freight as well, further increases in capacity are required to build on the Northern Hub and create options for a Northern Hub 2 around West Yorkshire.

There are gaps in services and facilities in these two franchises that the government must support operators to address if the vision for a ‘Northern Powerhouse’ is to be realised: many stations need basic facilities like help points and real time information, and many lines need more staff to ensure tickets are checked and people feel safe. Upgrades to trains and stations are imperative if rail is to be physically accessible to all. And as there are key areas, both residential and employment, which lack any rail link at all, so the Charter proposes “a programme of investment in new stations and lines where justified”.

Appreciating examples in Merseyside and London, the Charter also proposes a gradual transfer of control to the Rail North authorities. Beyond specific and essential improvements, the Right Track North Charter also embraces a long-term view of rail travel that’s part of a high quality door-to-door transport plan and a strong economy. We know it’s what passengers want and what communities both urban and rural need.

The franchise competition process is speeding towards the tendering stage. With hundreds of responses to the consultation submitted, we have the attention of the DfT, and now is the time to make the message clear that people, communities and economies in the northern counties and the UK as a whole want an investment-led programme for these rail franchises. While the government spouts rhetoric about growing the north’s economy, the proof is in the pudding, and it must back up its rhetoric with action.

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