Passengers who use an already packed rail service which operates in the North East could face further overcrowding.
From next April, First TransPennine Express is set to lose nine of its 70 trains to Chiltern Railways in Oxfordshire, after it struck a train leasing deal with the company that owns them.
This week, Alistair Gordon, the UK boss of Keolis, which owns a 45% stake in First TransPennine Express, said its line connecting Newcastle with Leeds, Manchester and Liverpool was so busy he recently saw a woman faint on board a train.
Mr Gordon reportedly commented: “Try getting on a train . . . and some days you just can’t.”
He said the problem was a chronic shortage of trains and that the company could not find extra carriages for its diesel services. “There is not enough rolling stock in this country,” he said.
Government figures show the franchise is one of the most overcrowded in the country after doubling its passenger numbers in a decade from 13.5m to 26m. Now it facing up to increasing passenger numbers with less trains.
First TransPennine Express leased the nine Class 170s from Porterbrook, a rolling stock operating company, for the duration of its franchise which has been extended for a year until 2016. Chiltern was able to offer a longer term leasing deal.
A spokesman claimed, although a solution has yet to be found for the problem, it would not affect its service in to the North East where it uses Class 185 rolling stock.
He denied suggestions some might be diverted to cope with the loss of the nine Class 170 carriages
“Customers in the North East will see no change in terms of capacity and timetabling,” he said.
The spokesman said they were lobbying the Department for Transport to help find a solution.
It was only in May this year that ten new four-coach electric trains – costing £6 million each – started work on its route between Manchester, the North East and Scotland.
They offered 90,000 extra seats every week on all their North of England services, running one train every hour during the day between Manchester and Scotland and five trains every hour between Leeds and Manchester.
“What we’re saying to the DfT is we need to protect the capacity we have put in place,” said the spokesman.
Mick Cash, general secretary of the RMT rail union, said:
“It is a shocking indictment of both this Government’s policies and two decades of privatisation that one of the most crowded franchises on the rail system is losing a large chunk of its fleet to routes around the stomping ground of David Cameron and his cronies.
“The internal rolling stock merry-go-round is robbing trains from the North to aid the South while the clapped-out, lashed-up Pacers are also being kept on as part of the new Northern and TPE franchise.
“What a disgraceful way to treat passengers who are paying through the nose to ride these highly-profitable services.
“With the re-privatisation of the East Coast Main Line being bulldozed through, despite the success of the public operation that has delivered a billion pounds back to the taxpayer, this madness is set to not only continue but to worsen.”
Meanwhile David Sidebottom, Director of Passenger Focus, an independent rail passenger watchdog, said:
“Getting a seat, or even sometimes getting on a train, can be a struggle for some passengers as overcrowding on the railways grows. It is a particular problem with First TransPennine with just 55% of FTPE passengers telling us that they are satisfied with the availability of seats or space to stand, and this is getting worse.
“Passengers need to see more seats on TransPennine and other trains. And they will want to know when this issue will be resolved.”
Source – Newcastle Journal. 14 Oct 2014
An MP has said the North-East has been “totally ignored once again” in a Government consultation on rail travel.
The Government is consulting on future Northern and TransPennine franchises which start in February 2016.
Plans have already been unveiled for major improvements to Manchester train stations and the possibility of electrification of the railway lines to York or Leeds has been raised.
But Andy McDonald, Labour MP for Middlesbrough, said the North-East and especially the Tees Valley is being “totally ignored.”
In a written response he pointed to an Institute of Institute of Public Policy Research report which showed that for nearly £3,000 spent per person on transport in London and the South-East just £5 is spent in the North-East.
He also said current TransPennine trains were “third rate,” any investment in the North-East was confined to the Tyne and Wear Metro and the current franchise plans were likely to lead to ticket office closures and price hikes for customers. Stopping electrification at York or Leeds would also reduce the region to being left with mere “shuttle services to the 21st Century.”
He continued: “I went to one presentation about rail with the secretary of Transport about this and all I could see on the screen was an arrow pointing North-East. That was our only mention. I went beserk. There’s nothing for us, despite the fact that we’re the only region outside London actually with a positive contribution to GDP. It’s like the North doesn’t exist at all outside the M62 corridor.”
Mr McDonald said he had sympathy with The Hannah Mitchell Foundation which campaigns for the North to have a regional Government. The Foundation has appealed directly to the Labour Party to promise to make changes if elected to the franchise to include new trains which it says should be made in the north.
Companies will be chosen to run the new rail franchises in the coming year.
Source – Northern Echo, 18 Aug 2014
High speed rail will slow down services from the North East to Scotland and reduce London journeys by just 11 minutes, the region is today warned.
A series of route documents have shown how the North will be increasingly isolated if the £42bn railway project is completed.
After a trickle of concerns at the plans for a new railway emerged over the last year, the final picture increasingly shows a high speed network in which Newcastle actually loses services.
Consultation documents put out by HS2 and Network Rail show:
- From 2033, Newcastle’s direct trains to and from Aberdeen, Edinburgh and Glasgow are replaced by a stopping service calling at small towns throughout the line, hugely adding to journey times;
- All London to Scotland services will go up the West Coast;
- High speed rail will replace, not add, to all existing East Coast London to Newcastle routes in order to free up capacity south of York;
- Under High speed plans, Durham would lose out on direct links, while Darlington moves from two trains an hour to London to one train;
- Total journey saving times to London when Durham’s Hitachi trains are built are just 11 minutes.
Under Government plans, the high speed railway will go from London to Birmingham, heading in a Y-shape to Leeds and Manchester by 2033. The fast trains then switch down to regular speeds and travel either to Newcastle or up the west coast to Scotland, with Newcastle now becoming simply the end of a branch line.
Gateshead MP Ian Mearns, who sits on the House of Commons group overseeing the London to Birmingham high speed work, said he had warned his own party’s front bench team that something will have to change if the North East is not to lose out.
He told The Journal: “We have some of the worst rail connections already. As I have said to our front bench, the North East first of all needs to be recompensed for the disruption we will face as work goes on from York to London.
“But also, this new line will build economic powerhouses in West Yorkshire and Greater Manchester, while whatever happens in Scotland it is going to be given more economic powers.
“The North East risks being trapped in between these economic honeytraps, with slower connections to Scotland and losing some services to London. How will we sell ourselves to investors after High Speed 2?”
Other Labour MPs hitting out at the high speed plans include Durham’s Kevan Jones and Newcastle’s Nick Brown. They are at odds with Labour councils such as Newcastle and the Association of North East Councils, which have campaigned for new route despite the concerns.
Many of the damaging changes to North East services come as a result of a lack of investment in the East Coast Main Line north of York.
The four-lane line railway network changes to a two-lane line between Northallerton up to Newcastle. And with that system already leading to congestion on a one-in one-out basis, the new high speed route would only be able to replace, rather than add to, existing services.
In its consultation document, Network Rail admits that High Speed duplicates services up the East Coast, and as such, it wants to “reduce the quantum of long distance services,” axing long distance trains and replace them with slower, stopping services.
South of York there is increased extra capacity as all trains from Newcastle and Scotland are sent past Birmingham to Euston, with six trains an hour from the North moved off the existing system.
The system would mean there is an end to services from London to Edinburgh via Newcastle, documents show.
Instead a new stopping services would start at Newcastle and call at Cramlington, Morpeth, Alnmouth, Berwick, Dunbar, Drem, Prestonpans and Edinburgh Waverley.
And the same capacity constraints that force all these changes mean that from 2019, transport officials have decided the only way to increase services on the Transpennine service is to reduce one train an hour on the Birmingham via Leeds Cross Country routes.
Source – Newcastle Journal 06 May 2014