More than half the length of routes served by former passenger franchises will have been returned to public ownership next month, when Caledonian Sleeper will become the seventh operator to be renationalised over the past five years. LNER took over from the failed Virgin Trains East Coast on 24 June 2018, and has since been followed by Northern, Southeastern and, on 28 May, TransPennine Express. ScotRail and Transport for Wales are also now controlled by their devolved governments. After Caledonian Sleeper is transferred from Serco to the Scottish Government on 25 June, 13,093 route kilometres will be worked by seven nationalised operators, four of which are based in England.  The ten companies still in the private sector, operating under government contracts, will cover 11,671 route kilometres, or 47.1 per cent of National Rail. Railnews has published this analysis as speculation grows that Prime Minister Rishi Sunak does not see railway reform and the creation of Great British Railways as a priority in the next session of Parliament, which will be the last before a General Election. If so, time is unlikely to be found for the necessary legislation to allow GBR to take over most of the responsibilities of the Department for Transport, including awarding tightly controlled operating contracts, and also absorbing Network Rail. The proposed changes were set out in detail in the 2021 Plan for Rail by Keith Williams and transport secretary Grant Shapps, when Boris Johnson was prime minister. Derby was named as the headquarters of GBR as recently as March this year. The Williams-Shapps proposals did not exclude the private sector from operating the passenger railway, but set out plans to award operating concessions rather than the old franchises. There is very little commercial risk under concession arrangements, but the operator’s income is mainly restricted to an agreed management fee, while most details, such as fares, timetables and corporate identity, are outside the operator’s control. Concessions are already used on several Transport for London services, including the Elizabeth Line, and also on some tram systems outside London. The speculation about GBR first appeared in the Times last night, but the Department for Transport has declined to confirm the claims, saying: ‘The Government remains fully committed to reforming our railways and will introduce legislation as soon as parliamentary time allows, having already taken numerous steps towards reform.’

The RMT has called another 24-hour strike on 2 June, using the powers it obtained after the most recent ballot of its members which approved further industrial action over the next six months. The union said it had found the Rail Delivery Group’s previous offer and associated conditions ‘unacceptable’ and despite contact between the parties since the strike on 13 May, ‘no new proposals have been formulated for the RMT to consider’. The RDG, which has turned down RMT calls for an industry summit over the dispute, responded: ‘In recent discussions with the RMT we have continued to stand by the fair, industry level dispute resolution proposal agreed line by line with their negotiating team, which would have resolved this dispute and given our lowest paid staff a rise of up to 13 per cent. ‘By calling more strike action the RMT leadership have chosen to prolong this dispute without ever giving their members a chance to have a say on their own offer. Instead, they will be subject to yet more lost pay through industrial action, customers will suffer more disruption, and the industry will continue to suffer huge damage.’ The Department for Transport added: ‘It’s extremely disappointing that for the second time in a month, RMT has decided to call strikes on the same weekend as ASLEF strikes, going out of their way to make travelling by train to the FA Cup final, Epsom Derby and a number of music concerts more difficult for thousands of people. ‘The transport secretary and the rail minister have facilitated talks and there continues to be a fair and reasonable offer on the table, yet the RMT’s executive committee’s actions will see their members lose money through strikes, rather than having the chance to vote on the offer and bring this dispute to an end.’ The RMT has renewed its call for the Rail Delivery Group to make a better offer. General secretary Mick Lynch said: ‘The government is once again not allowing the Rail Delivery Group to make an improved offer that we can consider. ‘Therefore, we have to pursue our industrial campaign to win a negotiated settlement on jobs, pay and conditions. ’Ministers cannot just wish this dispute away. ‘They underestimate the strength of feeling our members who have just given us a new six month strike mandate, continue to support the campaign and the action and are determined to see this through until we get an acceptable resolution.  ‘The government now needs to unlock the RDG and allow them to make an offer that can be put to a referendum of our members.’

The union which represents most train drivers says it has received ‘significant’ pay offers from ScotRail and Transport for Wales which it is now putting out to a members’ ballot, with a recommendation to accept. ASLEF is comparing this progress with the situation in England, where it is about to stage two more strikes affecting 13 train operators on 31 May and 3 June. It has also called an overtime ban this week until Saturday and again on 1 June. The union said the offer from ScotRail is a one-year deal, with a 5 per cent rise from £55,264 to £58,027. Transport Wales is offering 8.9 per cent backdated to 1 April, taking drivers to £63,200. Pay would rise again by a further 7.9 per cent on 1 April 2024, taking drivers to £68,300, followed by a further 4.1 per cent in December 2024 to £71,000, as well as one more increase on 1 April 2025 equivalent to the Retail Price Index in February 2025. ASLEF general secretary Mick Whelan said: ‘Subject to the decision of our members – and because, as a trade union, we are a very democratic organisation, it is their decision – we have successfully negotiated significant pay increases for our members with the governments of the devolved nations. ‘Sadly, this is in stark contrast with the response from the Westminster government. The train companies with which we are in dispute, because they have not offered their drivers an increase in salary since 2019, and the Tory government that stands behind them do not appear to be interested in getting a resolution that serves passengers and businesses as well as staff and will help to get Britain’s railways back on track. ‘This is further proof that ASLEF is willing to negotiate in good faith and modernise our railway. And further proof that the failure of negotiations with the TOCs in England is the responsibility of Mark Harper, the DfT, and the RDG. That has been laid bare for all to see.’ ScotRail service delivery director David Simpson told the Guardian: ‘I’m pleased that the ASLEF executive committee has approved this strong pay offer and has recommended that its members vote to accept it.’

A lineside fire disrupted train services between Cardiff Central and Newport until the small hours of this morning, and Network Rail has warned that full repairs to damaged signalling equipment may take until the end of the month, with ‘minor disruption’ still possible. Overhead lines were also damaged by the blaze at Marshfield, but train services should now run normally for Beyoncé fans at the Principality Stadium in Cardiff tonight. Network Rail Wales and Borders route director Nick Millington said: ‘The success of our engineering teams overnight means disruption is now minimal – a few minutes per journey – and the restoration of the overhead cables means electric trains can also run again, which will be a big help before and after the Beyoncé concert in Cardiff. ‘As work continues to repair the signalling equipment over the coming weeks, we are urging passengers to please check before travelling with their train operator.’ Transport for Wales, Great Western Railway and CrossCountry services were all affected by the fire, as well as freight trains. An investigation into the cause of the fire is continuing.

Structures ++ The Office of Rail and Road has voiced concern over a backlog of structure checks at Network Rail. The regulator said: ‘If Network Rail does not complete the overall examination process at the required intervals, faults could be undetected (or detected but not assessed).’ ORR has been concerned about progress since 2021, and its warning comes as work continues on restoring Nuneham Viaduct, where the deteriorating structure has forced the closure of the railway between Oxford and Didcot Parkway. Sinkhole ++ The Environment Agency has been notified about a sink hole which has opened above the new HS2 Chiltern Tunnel, which is being built in Buckinghamshire. The hole, near Little Missenden, is reported to be about 6m in diameter and 5m deep. HS2 is in discussions with the landowner and has said it is investigating, but that the subsidence is probably connected with ground conditions at the site which existed before the tunnelling began. Testing ++ Railnews understands that Avanti West Coast was planning to have a new Hitachi Class 807 unit hauled to Darlington last night, before test runs start today. The 10 seven-car electric trains have been ordered as partial replacements for the Class 221 diesel units which were built by Bombardier more than 20 years ago and dubbed ‘Super Voyagers’ by their first operator Virgin Trains. Timetables ++ Passengers are being advised to check any journeys they are planning by rail from this Sunday, 21 May, when the summer timetables begin. Not all operators are making significant changes, but some like East Midlands Railway and GWR will be running additional services to holiday resorts such as Skegness, Paignton and Newquay. Some operators’ journeys may be slightly retimed. Naming ++ LNER has named an Azuma unit at York to commemorate the start of the first LNER in January 1923. The original company was a result of the ‘Grouping’ of many smaller companies, and the London and North Eastern Railway continued running trains on the East Coast Main Line and its branches until nationalisation in January 1948. The name LNER was revived in June 2018, when a new company owned by the Department for Transport took over from the failed Virgin Trains East Coast franchise.

The Rail Delivery Group has refused a demand from the RMT for a rail industry summit, to be attended by the government, employers and the rail unions. The union said it wanted to resolve the ‘toxic rail dispute’ which began a year ago. The RMT launched a national strike ballot on 26 April 2022, in which a majority of workers at rail operators and Network Rail voted for industrial action. Since the dispute began the RMT has since reached agreement with Network Rail but a dispute with most English train operators over pay and conditions has continued, most recently resulting in walkouts by ASLEF members on Friday of last week and a further stoppage by RMT members on Saturday. More strikes have been called by ASLEF for 31 May and 3 June, while ASLEF also staged an overtime ban on Saturday. This is continuing from today until 20 May, and again on 1 June. On the eve of the latest strikes, RMT general secretary Mick Lynch wrote to transport secretary Mark Harper, saying: ‘While we have reached agreements for rail workers with the Scottish and Welsh governments your government’s management of the dispute is set to plunge our railways into even more and worse disruption for months to come. ‘Instead of bringing management and unions together, you are driving a deeper wedge between them. ‘Even the representatives of all the train opening companies have now said your Minimum Services Strikes legislation could mean trade unions increasingly vote to take strike action more frequently ‘As with the change in direction by the government in taking the TransPennine Express contact into public ownership there must also be a fresh approach to the rail dispute. The government can no longer stick its head in the stand and must instead get a grip and reset the relationships.’ No reply has yet been published from the transport secretary, but the Rail Delivery Group has issued a statement which says: ‘While we are always open to dialogue, the only summit the RMT need is between its negotiating team and its executive committee. Time and time again they have blocked the deal negotiated line by line by its top team from going out to its membership for a vote, with frontline losing out on a pay rise of up to 13 per cent as a result. It’s time the union leadership and executive finally agreed on what they want from these negotiations.’

The first of several strikes is disrupting train services seriously, because ASLEF drivers have walked out at nearly all train operators in England, with the exceptions of c2c, Merseyrail, Transport for London, Glasgow Subway and Tyne & Wear Metro. Many stations served by the affected operators have no trains at all today. Where trains do run, timetables will be limited and services will cease towards the end of the afternoon. Neither ScotRail nor Transport for Wales are directly affected, although trains to and from England are being disrupted. RMT members at train operators are set to strike tomorrow, and more ASLEF strikes are planned for 31 May and 3 June. ASLEF is also staging an overtime ban on 13 and 15-20 May, and again on 1 June. The latest round of industrial action, in continuing disputes over pay, comes after RMT members had voted in favour of continuing strikes up to November.

Updated 11.20The National Rail Contract held by FirstGroup to run Transpennine Express will not be renewed when it expires on 28 May, and the operation will be taken over by the Department for Transport’s Operator of Last Resort. The decision has been welcomed by opposition politicians, ASLEF and passenger watchdog Transport Focus, while FirstGroup said it was ‘disappointed’. The DfT has decided not let FirstGroup stay in control after what it described as ‘months of disruption and regular cancellations’, which has ‘resulted in a considerable decline in confidence’. TPE has become notorious for its high level of cancellations, including many which are decided the previous night and do not therefore show in the official statistics. Transport secretary Mark Harper said: ‘This is not a silver bullet and will not instantaneously fix a number of challenges being faced, including ASLEF’s actions which are preventing Transpennine Express from being able to run a full service – once again highlighting why it’s so important that the railways move to a seven-day working week. ‘We have played our part, but ASLEF now need to play theirs by calling off strikes and the rest day working ban, and putting the very fair and reasonable pay offer to a democratic vote of their members.’ Mr Harper’s decision will also be welcomed by Mayors in the city regions in the TPE area, who have voiced strident criticism of TPE’s performance. Meanwhile, First’s CEO Graham Sutherland said: ‘We have operated TransPennine Express and its forerunners since 2004, and are very proud to have served the communities across northern England and into Scotland, carrying millions of passengers and introducing new trains, new routes and more seats for our customers. Our team have worked extremely hard to improve services, including by recruiting and training more drivers than ever before. We have also worked closely with the DfT and Transport for the North on an agreed recovery plan as well as an improved offer on overtime working for our drivers.’ Labour shadow transport secretary Louise Haigh responded to the change of ownership by saying: ‘This broken service has comprehensively failed the north. After months of needless damage, Conservative ministers have finally accepted they can no longer defend the indefensible. ’But this endless cycle of shambolic private operators failing passengers, shows the Conservatives’ rail system is fundamentally broken.’ The chair of the Commons Transport Committee Chair Iain Stewart said: ‘Stripping TransPennine Express of its contract is absolutely the right call. Tthere was no realistic expectation it would improve, unlike with Avanti where demonstrable progress was being made. We also heard about extensive use of so-called ‘p-coding’ – where if a service was removed from the timetable the evening before it wouldn’t appear in the cancellations data. ‘A range of factors were at play. TPE was among train operators who failed to recruit enough drivers during and after the pandemic, despite having their revenue guaranteed by the Department for Transport and knowing they have an  ageing workforce. Upgrades to railway lines have also caused disruption. The change of management won’t resolve all of these problems overnight, and a deal needs to be reached with ASLEF on rest-day working, pay and conditions. I will be asking for  details about how the Department plans to deliver the better service that passengers deserve.’ Anthony Smith is the chief executive of watchdog Transport Focus. He said: ‘TransPennine Express passengers have endured an unacceptable service for too long. In our latest survey TransPennine Express was rated the joint worst performing train operator and just 67 per cent of passengers were satisfied with how punctual their journey was. ‘Whichever organisation runs TransPennine Express rail services, under whatever contractual arrangements, passengers will want to see a much more reliable service. It’s clear that passengers deserve better, and the operator needs to take action to improve performance and build back passenger trust.’ Unions have welcomed the decision, but ASLEF refuses to share the blame for the problem.  General secretary Mick Whelan said: ‘While we are delighted that the Transport Secretary has, at last, done the right thing and cancelled the lucrative contract of this failing rail company, we are disappointed that he is trying to blame ASLEF – rather than the company’s inept management – for its many problems. ‘TPE management is famous throughout the railway industry for its confrontational approach. The company’s drivers – our members – will not be intimidated or abused by TPE managers. That’s what we have made clear over the years – that’s what we have done – and now the company has paid the price. ‘TPE – which is run by FirstGroup, which is also responsible for Avanti West Coast and all its problems on the West Coast Main Line – has never employed enough drivers to deliver the services it promised to run. It has failed to recruit, and retain, the drivers it needs. It has abused staff, tried to take away our terms and conditions, and tried to force through changes rather than negotiate like grown-ups. ’That’s why the company has, frankly, got exactly what it deserves today. And what it has been working so hard to achieve. Mark Harper – who is not a stupid man – knows full well that the fault lies not with this trade union, but at the door of the company and its desperately poor managers.’ RMT general secretary Mick Lynch said it was ‘absolutely right’ not to renew or extend the Transpennine Express contract, something for which the union had campaigned. He continued: ‘First should now also lose its failed Avanti West Coast contract as part a return of all our railways to public ownership. ‘With other parts of our railway already nationalised this decision should now mark the beginning of end for rail privatisation which has brought nothing but chaos for passengers. ‘However, it is disappointing to hear transport secretary Mark Harper saying that he intends to return TPE to the private sector despite the shambles the service has become.’ 

Passengers are being advised to avoid travelling between Southampton and Basingstoke today, after a landslip blocked the track at Wallers Ash, between Winchester and Micheldever. The lines are blocked by soil and other debris, but are not reported to be damaged significantly. Network Rail may be able to reopen the line later today if the clearance work goes well. South Western Railway said the slip, just after 17.30 last night, was the result of ‘extreme’ rain, and that it is trying to provide replacement buses between Winchester and Basingstoke. A limited number of train services between London Waterloo and Weymouth or Portsmouth Harbour will be diverted via Havant, but SWR warned of delays and cancellations. CrossCountry trains will not be calling at Winchester, and may be diverted via Andover. SWR’s projects and change director Alex Foulds said: ‘We’re very sorry to ask customers not to travel between Southampton and Basingstoke following the landslip. ‘We have explored all options to provide services through and around the affected area, however with a limited number of buses and only a small number of trains able to be diverted, we have to ask customers to avoid travelling. ‘The line between Winchester and Basingstoke is likely to re-open on Wednesday afternoon. However, the knock-on impact will mean that services in this area are unlikely to recover until the end of the day, as trains and their crews will be displaced.’ It is the second time this year that main line South Western services have been disrupted by a landslip. A more serious landslip near Hook in Hampshire on 14 January meant that two of the four lines were blocked when their foundations collapsed, and services continued to be disrupted until late February. 

The Prime Minister is being urged by supply chain companies to move ahead with rail reforms by promoting a bill to create the industry’s new ‘guiding mind’ Great British Railways. GBR was proposed in the Williams-Shapps Rail Review, the result of several years of research by Royal Mail and Halfords chairman Keith Williams. When the Review was published in in May 2021, the government had said: ‘By replacing franchising, accelerating innovation and integrating the railways, we will deliver an efficient, financially sustainable railway that meets the needs of passengers and those who rely on rail on a daily basis.’ But an Act of Parliament will be needed to transfer many of the Department for Transport’s responsibilities to GBR, and also to allow GBR to take over Network Rail, and so far the government has pleaded lack of Parliamentary time. In a letter signed by more than 60 business leaders in the rail supply chain and Railway Industry Association chief executive Darren Caplan, Rishi Sunak is urged to ‘place rail reform front and centre of your programme. Legislation is needed as soon as possible to bring costs and revenues together in one place, something which is essential to the success of any organisation.’ It continues: ‘As private sector businesses we need certainty on industry structure and responsibilities – this is essential to our collective ability to invest in R&D, innovation, skills, and to recruit the next generation of apprentices and graduates. The GBR legislation will enable us to deliver this, but for this key piece of legislation to be enacted before the next General Election it needs to be tabled soon.’ Darren Caplan said: ‘The Railway Industry Association and its rail supply members are simply asking Prime Minister Rishi Sunak to ensure the Government gets on with the process of expediting its own legislation. ‘Getting on with rail reform will help provide the certainty rail businesses need to invest, take on staff and develop their business plans, ultimately benefiting passenger and freight customers, and resulting in better value-for-money for taxpayers. ‘However, failure to enact the GBR legislation means a delay to reform of at least 18 months, and possibly longer as we await the next General Election and then fresh Bills come forward in its aftermath. There would be a heightened risk of hiatus in rail investment if decisions get delayed as rail reform stalls. ‘Some of the biggest names in the rail supply sector have signed this letter to the Prime Minister, to urge him to ensure the required legislation is passed. We ask Rishi Sunak to take note of the letter, if he wants to have a world-class rail system which connects the country and delivers on his own agendas to level-up, decarbonise, and encourage industries which can give a major boost to economic growth.’