All ScotRail fares have risen by 3.8 per cent today, but opposition politicans are speaking of ‘dismayed’ passengers and a ‘spiral of decline’. The increase is lower than the 4.6 per cent rises in England and Wales a month ago, but the Scottish increase covers all fares rather than just those which are regulated. For commuters the rise will effectively be the second in just over six months, because a year-long pilot to suspend peak fares ended in September. It had attracted almost 7 per cent more passengers, but the government said that figure needed to have been 10 per cent in order to break even. Transport secretary Fiona Hyslop said: ‘We know that any increase is unwelcome for passengers, therefore we have kept the rise as low as possible to maintain the attractiveness and affordability of rail as a travel option. ‘We continue to look at ways to encourage greater rail use and that is why we are continuing our 20 per cent discounts on season tickets until September 2025 as planned and expanding the availability of flexipass. ‘ScotRail also continue to develop fares initiatives which can help attract more passengers, while offering savings and added value to existing rail users.’ Sue Webber, who is the Conservative transport spokeswoman, said: ‘Nicola Sturgeon promised a bright new future for Scotland's railways when nationalising it almost three years ago, but the exact opposite has happened. ‘Passengers will be dismayed they will have to fork out even more in the coming months for services that are frequently cancelled and delayed.’ For Labour, Claire Baker said the increase would ‘hammer’ passengers, and lead to a ‘spiral of decline’, while the Scottish Green Party's spokesman Mark Ruskell said rail travel needed to be ‘affordable and accessible’ to attract people out of their cars. He continued: ‘When the Scottish Greens were in government we secured the removal of peak rail fares, only for the SNP to bring them back as soon as we were out of the room. ‘If we want safer and cleaner communities and less cars on our roads, then we need to cut the cost of public transport.’ Daniel O'Malley of the Scottish Liberal Democrats said: ‘Scotland needs a cheap, reliable and frequent rail service – it's a win-win for passengers and the planet.’ He also called for more lines to be reopened. Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in a future print edition.

EXCLUSIVE Plans to extend Great Western electrification may be announced today. Railnews understands that projects in both CP7 and CP8 are set to extend electrification from Newbury to Somerset, Devon and Cornwall in a series of related upgrades, and that a ‘launch budget’ of £104 million has been set aside to pay for scoping work. The plans are said to include 25kV electrification through to Penzance, which was suggested by British Rail as part of one electrification option in 1981. Branch lines to Falmouth Docks and Newquay would also be included, because they form each end of the new Mid-Cornwall Metro, and the Newquay branch is also used by bi-mode Class 802 Intercity Expresses, which presently have to run on diesel power west of Newbury. Platforms would be extended at Falmouth Town and Falmouth Docks, and more of the Newquay line would be doubled on the approach to the station, to improve capacity. The wires would also be extended from Newton Abbot to Paignton, and from Exeter St David’s to Barnstaple, while the ‘Bristol gap’ would be closed by installing overhead lines from Chippenham to Bath Spa and Bristol Temple Meads, and from Bristol Parkway along the 7km Filton Bank, again to Temple Meads, and from there onwards to Cogload Junction near Taunton in Somerset, where the Bristol line meets the Berks & Hants line from Newbury. The Weston-super-Mare loop would be included. Other local lines in the south west to St Ives, Looe, Gunnislake, Okehampton and Exmouth are candidates for future battery trains, which are being developed following tests with the technology on the Greenford branch in west London. Short sections of conductor rail for charging the batteries would be installed at St Erth, Liskeard, Plymouth and Exeter St David’s. However, advances in hydrogen power may lead to a rethink of this part of the plan. Meanwhile, limited headroom may mean that short sections of discontinuous electrification are needed in Whiteball Tunnel and across the Royal Albert Bridge, although alternatives are also being considered to avoid a continuing need for bi-mode trains in the longer term. The schemes would make a major contribution towards meeting the government’s ambitions to end the use of diesel traction on the railways by 2040. Some lines in East Anglia are also set to get battery trains. They include the East Suffolk Line between Lowestoft and Ipswich, and the Bittern Line between Norwich and Sheringham. A Network Rail insider said: ‘The old GWR appointed consultants to research electrification between Taunton and Penzance just before the Second World War, because of the rising price of steam coal and to improve the working on the steep gradients in south Devon. The scheme was dropped for economic reasons.’ An announcement may be made at midday.   Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in a future print edition.

The prospects for more international operators running trains between London and the continent may have improved, following the publication of a report on depot capacity commissioned by the Office of Rail and Road. Several contenders have said they would like to compete with Eurostar and serve more destinations in mainland Europe, including Virgin Trains and also Gemini Trains, which is led by HS2 critic Lord Tony Berkeley. But Eurostar had argued that capacity at Temple Mills in east London is limited, and that there is no other depot on the London side of the tunnel that can deal with trains built to a larger continental structure gauge.  The report from consultants IPEX concludes that there is some capacity at Temple Mills, and that some of this can be used without any changes. More capacity could be added if operational practices were changed, although this would require investment. Eurostar has 25 sets altogether, but they are also maintained at Le Landy in Paris and Forest in Brussels. IPEX says only six to 10 sets are at Temple Mills over a normal 24-hour period, and that the maximum depot capacity without restrictions on activity is 15 sets. The result is that there is room for another four to eight sets, rising to nine if a decommissioned Class 373 set is removed. In response, Eurostar said: ‘Eurostar welcomes this independent study. It confirms what Eurostar has said all along: the Temple Mills depot is effectively almost full today for major maintenance work and would require investment to meet the growing demands of international rail. ‘The options could help create some capacity, but this would not be enough to accommodate the stated ambitions of any single operator. This includes the three organisations who have applied to the regulator and the needs of Eurostar itself. ‘We believe the conversation now needs to move beyond the inadequate space within the existing depot to look at the bigger picture.’ Virgin Group said: ‘Finally a green signal for competition. The Temple Mills depot is the only facility in the UK which can accommodate European-style trains and claims suggesting it was at capacity have been blocking Virgin from coming to the line. ‘Virgin is therefore very pleased with the outcome. There are no more major hurdles to overcome, and Virgin is ready to take up the challenge. We expect to be able to make an announcement very soon. Watch this space.’ Gemini said it was pleased that the review ‘has demonstrated that there is capacity available for Gemini’s services, both inside the depot, and for stabling outside’. Spanish Evolyn has also unveiled a proposal to start services between London and Paris using Alstom rolling stock, but has not commented. Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Updated 10.38Network Rail chief executive Andrew Haines is to retire from his post in October. Sir Andrew, who was knighted in this year’s New Year Honours, and whose previous experience has included running the South West Trains franchise for Stagecoach, joined Network Rail in August 2018. Since 2021, he has also been responsible for managing the transition to Great British Railways, which began with the publication of the Williams-Shapps report following the Williams Rail Review. Network Rail itself, which had been created to take over from Railtrack in 2002, is set to be succeeded by the new ‘directing mind’ of Great British Railways when the necessary legislation has been passed. Until last summer Sir Andrew had worked with Lord Hendy, who had been Network Rail chairman but became rail minister after the Labour government had been elected in July. Network Rail’s acting chair Mike Putnam said: ‘Andrew has been an exceptional leader for Network Rail at a critical time in the history of Britain’s railways. He has secured reforms that will lead to a more reliable railway, while maintaining a continual focus on safety and performance. ‘His vision, leadership and ambition for an integrated, simpler railway that will deliver a significantly better experience for passengers has been at the heart of the creation of Great British Railways. ‘I’d like to thank Andrew for his unwavering dedication and leadership of Network Rail over the last seven years.’ Transport secretary Heidi Alexander added: ‘I’d like to thank Andrew for the commitment and leadership he’s shown over the past seven years. He provided stability during the most challenging of periods and ensured the railway kept running throughout the pandemic and through national industrial action. ‘His vision and support has been vital as we establish Great British Railways – one of this government’s biggest reforms. His work has been a key part of our efforts to deliver a simpler, more efficient railway, with passengers at its heart.’ Sir Andrew said: ‘It has been a privilege to lead Network Rail through a time of such change and transformation for Britain’s railways, and I am proud of the progress that we have made on performance, safety, reliability and customer service. ‘After seven years as chief executive, as Great British Railways starts to progress through legislation and into implementation, I have decided it is the right time for me to retire. ‘I am a passionate supporter of the principles behind Great British Railways and the once-in-a-generation opportunity it presents to create an integrated railway that delivers a better service and experience for passengers, stakeholders and colleagues. It has been a privilege to lead this transformational journey to date.’ Campaign for Better Transport chief executive Ben Plowden said: ‘Sir Andrew has been a passionate advocate of the railways, and has helped create the framework for the generational change, Great British Railways, that passengers and the industry need. We thank Sir Andrew for his service and wish him well.’ Network Rail said the process of choosing his successor will begin shortly. Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Updated 10.45The Prime Minister is promising that £1.7 billion will be invested in transport systems in the north of England. The plans, which Sir Keir Starmer is set to confirm today during a factory visit in the region, include an upgrade to the Liverpool-Hull corridor. The Transpennine railway between Manchester, Leeds and York will receive a further £415 million. Other key projects which the Prime Minister has highlighted include a tram system for West Yorkshire, the new Merseyrail station at the Baltic Triangle, which shoukd be complete by 2028, and a tram/bus interchange at Bury, which will receive £80 million. The Prime Minister said: ‘The North is home to a wealth of talent and ingenuity. But for too long, it has been held to ransom by a Victorian-era transport system which has stifled its potential. I lived in Leeds for years, I get that this has real-world impacts – missed appointments, children late to school, work meetings rescheduled – all leading to insecurity and instability for working people. ‘My government won’t stand by and watch. We are rolling up our sleeves, and today’s downpayment for growth is a vote of confidence in the North’s world-beating industries. The film studios in Bradford, life sciences in Liverpool, the fintech industry in Leeds – it is time they had a government on their side to get the North motoring again. ‘After years of false promises and under delivery, this government is delivering real change for the North. We are spending double as much on local transport in the North than the South, all done hand-in-hand with our mayors and local leaders. Through our Plan for Change, we are upgrading transport in the North, we are correcting years of unfairness that has gone before, and we are better linking our historic towns and cities. That means boosting living standards, putting more money in the pockets of working people, and restoring pride to communities.’ Transpennine Route Upgrade managing director James Richardson said: ‘The government’s continued support for TRU is a clear vote of confidence in the work we are doing, which is an enabler to releasing the economic potential of the North. This funding supports our onward journey to be truly transformational, delivering faster, more reliable rail services that connect people to jobs, education, and leisure opportunities. ‘By improving connectivity and increasing capacity, we are not only enhancing journeys for customers but also helping to drive up investment supporting more housing and more jobs and boosting productivity across the region.’ Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Rail minister Lord Hendy has named Chiltern Railways as the operator for the first stage of East West Rail.  The line is set to open later this year, providing trains between Oxford, Bletchley and Milton Keynes Central and serving six stations, including a new one at Winslow. The Department for Transport said the line would support almost 100 jobs at Chiltern Railways, which is run by Arriva. Peter, Lord Hendy said: ‘Appointing Chiltern Railways to run the first East West Rail services is one of the crucial last steps in getting the line up and running later this year and means local people in the area are closer to experiencing the benefits of this transformative project.  ‘This milestone demonstrates that we are serious about unlocking the potential of the Oxford-Cambridge Growth Corridor, providing greater connectivity across the region and delivering on our Plan for Change mission to drive economic growth.’ Arriva Group has welcomed the announcement. Arriva UK Trains interim managing director Amanda Furlong said: ‘We are incredibly proud that Chiltern has been chosen to operate the first phase of the new East West Rail line, a transformative infrastructure project that will drive long-term benefits for communities, businesses and the wider economy ‘Arriva has a track record of delivering high-quality, reliable passenger transport and our plans to start services later this year are already underway.  We look forward to growing passenger numbers on Chiltern’s expanded network and playing our part in the decarbonisation agenda by encouraging more people to use public transport.’ Chiltern Railways is due to be nationalised by December 2027, when its National Rail Contract expires. Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

The contest to provide competing services through the Channel Tunnel is warming up. A new contender has been announced, led by a long-standing critic of HS2. Gemini Trains has applied to the Office of Rail and Road for an open access licence to operate between London and Paris, with other routes planned to follow. Gemini has also applied for access rights to the Temple Mills Eurostar depot in east London, which is already at the centre of a dispute with another international open access contender. Trains started running through the Channel Tunnel in 1994, and the route became open access in 2010 as a result of a chnage in general EU policy affecting international routes. Although Deutsche Bahn expressed an interest in the same year, there have been no competing services through the Tunnel so far. More recently interest in competing with Eurostar has been revived, and the latest indication had come from Virgin Trains earlier this month. Virgin did not deny reports that it is seeking to raise £700 million for potential routes between London and cities like Paris and Brussels. Spanish Evolyn has also unveiled a proposal to start services linking London and Paris, using Alstom rolling stock. Gemini is being led by its chair Lord Tony Berkeley, who has been a critic of HS2 for many years. He said: ‘Our team has real strength, depth, vision and dynamism and is superbly placed to offer customers choice on what is currently a monopoly route.’ His colleague, CEO Adrian Quine, added: ‘The high-speed line connecting London and the continent through the Channel Tunnel is one of the great rail routes. With a whole new generation now choosing trains over planes, there is a great opportunity to bring real entrepreneurial flair and dynamism with competitive fares to Europe's premier route.’ The owners of the HS1 concession, London St Pancras Highspeed, signed a memorandum of understanding with Eurotunnel’s parent company Getlink last month, in what was being described as a ‘landmark partnership’ intended to increase the growth of cross-Channel traffic, possibly adding services to Germany and Switzerland. The number of international passengers through St Pancras could be tripled. Readers’ comments When will operators go to more destinations in France to compete with Eurostar? There are so many other destinations to go to, for example the mountains, the Mediterranean, Switzerland, Germany, Belgium, Netherlands, Italy, where you can reduce the use of the plane. It’s easy to do this. Also we need more trains to connect with European services from all over the UK. With joined up thinking on electrification projects, this would be achievable. Hugo, Berkshire Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Research published by passenger watchdog London TravelWatch reveals that paper tickets on some modes of transport in the capital can cost 200 per cent more than their digital equivalents. The watchdog published a report called Left out Londoners two years ago, and it has taken a fresh look at progress since then, concluding that there is a mixed picture, highlighting both good practice and continuing barriers for passengers who do not use digital methods or are disadvantaged in some way. It said one of its ‘most concerning findings was the disparity between the cost of “tapping in and out” at the ticket barriers compared with the cost of buying a paper ticket, with the paper ticket sometimes costing around 200 per cent more. It continued that ‘This represents a clear and expensive barrier for those relying on making cash payments, or people who have simply chosen to buy a ticket at the machine leaving them at a huge disadvantage.’ There has been a disparity between cash fares and the Oyster smartcard tariff on the Underground for more than 20 years. Since Oyster cards were introduced in 2003 they have always offered cheaper fares than paying cash, and ticket offices were closed at Underground stations after contactless bank cards had been added to the system, reducing the proportion of non-digital payments to 3 per cent or less. On buses, meanwhile, it is no longer possible to pay with cash. LTW added that it has ‘long stressed the importance of having staff at stations, and our new research highlighted that when staff are present, they provide crucial help to passengers. This is especially important for people who are more likely to be digitally excluded or disadvantaged, such as older people and disabled people as staff can offer support, advice and assistance. ‘However, we found that the level of support varies between stations, with some offering more help and assistance than others. This can be confusing for passengers who rely on extra support.’ London TravelWatch CEO Michael Roberts said: ‘The results of our research show that many passengers still face barriers, particularly when it comes to pricing, support, and navigating the transport system. It is simply unfair that those paying with cash – or who choose to use the ticket machines – are forced to pay so much more, and might struggle to find the cheapest option for travel. This is also likely to affect some of those most impacted by the ongoing cost of living crisis. ‘It is important to remove as many barriers to transport as possible, and accessibility should be at the heart of decision making. We are calling on Transport for London, transport operators and the Department for Transport to commit to addressing these issues that are leaving Londoners behind.’ Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

New figures show that the demand for railway services is getting closer to levels recorded before the Covid pandemic, and could be about to overtake them. The latest quarterly figures from the Office of Rail and Road for the three months to December 2024 show that passenger numbers grew by 7 per cent in the last quarter year-on-year, and that revenue was up by 8 per cent over the same period. There were 446 million journeys, compared with 417 million journeys made in the same quarter in the previous year in 2023. There were 1.7 billion journeys in the 12 months to December 2024, which was a 9 per cent increase on the 1.6 billion over the 12 months to December 2023. Total passenger revenue in the latest quarter was £2.9 billion. This is an 8 per cent increase on the £2.7 billion in the previous year, when adjusted for inflation. A total of 16.2 billion passenger kilometres were travelled in the latest quarter. This was a 7 per cent increase on the 15.1 billion kilometres in the previous year. Meanwhile, the Department for Transport said passenger journeys in the week ending Sunday 2 March 2025 were 91 per cent of those observed in the equivalent week in 2019. In the current publishing period, weekly average usage figures have been between 81 and to 98 per cent of the same week before the pandemic, compared to 71 to 90 per cent in the last publishing period. These figures exclude the Elizabeth Line, where ‘updated adjustment factors’ are outstanding. Railway Industry Association chief executive Darren Caplan said: ‘These figures by the ORR provide further, sustained evidence, of a return to rail post-pandemic. ‘Even in tough economic times, with a restructure in the offing, rail has a bright future. The Government clearly needs to continue to invest in it as the numbers using rail grow and more capacity will be needed.’ Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Arriva is making a fresh application to run open access services, in spite of discouraging indications from the Department for Transport, which has highlighted possible path shortages. Arriva Group is notifying Network Rail today that it is submitting an open access application to the Office of Rail and Road to run direct services between Cleethorpes, Grimsby, Habrough, Scunthorpe and London. Grand Central already serves the section between London King’s Cross and Doncaster, but the route onwards to Cleethorpes would be new territory. Arriva said local people in north Lincolnshire have been campaigning for the restoration of direct trains to London which last ran over 30 years ago. Arriva is proposing to run four return servuces each day, which would provide more than 775,000 seats a year. Arriva’s UK Trains division interim managing director Amanda Furlong said: ‘Arriva wants to make travelling by train as accessible as possible and this proposal will offer a much-needed, direct connection between major Lincolnshire towns and the capital, providing significant connectivity benefits for communities and businesses and driving long-term economic growth for the region.’ The ORR is currently considering a number of open access applications, including one from Virgin for at least 35 trains a day from London Euston to destinations in north west England and Scotland, but the DfT has warned that capacity is limited on the West Coast Main Line. Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.