The amount of freight carried by train over the past year to 31 March has remained largely stable, and the latest figures show that the industry has failed to attract more traffic of most types. The exceptions which have increased are construction materials, food and drink, and some domestic intermodal movements, which the Office of Rail and Road dubs ‘non-maritime’. Types of cargo in decline in over the past 12 months include coal, domestic waste, industrial minerals, metals, oil and biomass. The total of freight moved was 15.76 net tonne/km, compared with 15.73 net tonne/km in 2022-23. These figures show little change from the early 1980s, when the total for 1982-83 was 16.6 net tonne/km, and less than the more recent peak ten years ago, when it reached 22.70 net tonne/km.  However, the 1982-83 total included 5.9 net tonne/km of coal, while coal movements last year amounted to less than 0.1 net tonne/km. The lack of significant improvement in the total amount of rail freight is a result of ‘wider economic conditions’, according to the private sector rail lobby group Rail Partners. Rail Partners director of policy Robert Girgis said: ‘Despite the wide consensus on the importance of rail freight growth, now backed by the government’s commitment to a long-term growth target, this data shows consistent freight growth won’t happen on its own. ‘Freight companies continue to invest and innovate to deliver for customers even within this challenging context, but to ensure we fully realise the low-carbon and economic benefits of rail freight, it is essential to create the right conditions for growth. That means a level playing field between different modes of transport so that freight customers can make the right decision for both their business and the environment.’

It was 80 years ago today, on 6 June 1944, that Allied forces began landing on the French coast to begin the invasion and liberation of occupied Europe. The operation was a success, and the Second World War ended in Europe with the defeat of the Nazis just over 11 months later. South Western Railway has dedicated one of its trains to the D-Day Story Museum in Portsmouth to commemorate the anniversary of the Normandy Landings. Local school children, South Western Railway staff, the Lord Mayor of Portsmouth, Royal Navy sailors and others were guests at the special event at Portsmouth Harbour station. For its journey to Portsmouth, the train was guarded by SWR Guards Inspector Andy Dennis, who joined the Army when he was 19 and served for 22 years. To help educate the next generation about D-Day, South Western Railway has sponsored the admission of 100 children to the Portsmouth museum. The museum explains and illustrates the crucial part which Portsmouth and its citizens played in the liberation of Europe, using the personal possessions and words of the people who were there. SWR customer and commercial director Peter Williams presented a matching name plate to the Lord Mayor of Portsmouth, Councillor Jason Fazackarley. The special event was witnessed by 30 children from local schools, including the band from Petersfield School, as well as pupils from the Priory School in Fratton. After the naming ceremony, the children visited the museum, courtesy of SWR. Peter Williams said: ‘We are proud to commemorate the 80th anniversary of the Normandy Landings by dedicating one of our trains to the D-Day Story Museum in Portsmouth. ‘D-Day holds such significance in the history of the whole world. Portsmouth, one of the key cities we serve on our network, played an important role in that heroic operation. ‘Ensuring that the bravery of those who took part is never forgotten is a mission we eagerly support, which is why we are so pleased to be sponsoring the admission of 100 children to the museum. ‘The railway was vitally important for making the Normandy Landings a success, and members of the Armed Forces community continue to make an invaluable contribution to the railway today, including many colleagues in SWR.’

The Campaign for Better Transport has produced a manifesto for the forthcoming General Election, in advance of manifestos from the main parties being published. The CBT is calling on the next government to make investment in public transport a priority, as well as routes for pedestrians and cyclists, instead of building more roads. It also wants short-term competitive funding for local transport authorities replaced by longer-term funding settlements which cover all transport modes. Other ambitions include the next government committing itself to a target for modal shift to public transport and active travel, reform of the rail ticketing system, progress with essential rail infrastructure projects and only building new roads if there is a ‘stringent’ reduction of emissions. The CBT also wants minimum bus service levels and a reform of aviation taxation, including a kerosene tax and reversing the cut to Air Passenger Duty for domestic flights. Silviya Barrett from the CBT said: ‘Whatever the result of the forthcoming election, we need to ensure that creating a fairer, more sustainable transport system is top of the agenda for the next government. ‘Prioritising investment in public transport, shared travel, walking and cycling with a commitment to reduce the number of car journeys should be a priority, for the sake of communities, the economy and the planet.’

The sale of Arriva Group by Deutsche Bahn has been confirmed, for a reported price of £1.4 billion. The new owners are US-based I Squared Capital, which had been discussing the deal with DB since October. Arriva is the owner of transport businesses in 11 countries, including Chiltern Railways, CrossCountry, the London Overground concession and open access operator Grand Central, and maintenance company Arriva Traincare. It also owns a number of bus companies, including Arriva London and Green Line. DB has been struggling with debts for several years, and the German audit office has suggested that the national rail operator is in a state of ‘permanent crisis’. The sale may have been made at a loss, because when Arriva’s British shareholders agreed to sell the Group to DB in 2010, the price was £2.3 billion. The original firm was set up in north east England as car-leasing business Cowie before the Second World War. Cowie moved into bus operation as a result of privatisation in the 1980s, and the name Arriva dates from 1997. Arriva Group CEO Mike Cooper said: ‘Closing this transaction marks an important milestone and an exciting new chapter for Arriva. It is an opportunity for Arriva to recommit to working alongside passenger transport authorities to deliver essential transport links and build a more sustainable future for our colleagues, customers and the communities we serve.  With the backing of I Squared, an independent and highly reputable infrastructure investor, I am confident that we will deliver on that commitment for the benefit of the millions that Arriva serves.’ I Squared senior partnet Mohamed El Gazzar said: ‘Passenger transport plays a vital role in society, connecting communities and facilitating economic growth, while reducing carbon emissions and congestion. Arriva plans to be at the heart of this agenda, working alongside its transport authorities and clients. Arriva’s ambition for the decarbonisation of its fleets also aligns with I Squared’s strategy to develop and scale assets with technologies that accelerate the energy transition.’ I Squared said Arriva and its operating companies have all transferred to I Squared as part of the deal, ensuring continuity of services and reassurance for employees, who will continue without any changes to their conditions of employment.

New Hitachi-built trains have entered service with Avanti West Coast, where they are replacing the diesel Voyagers which were built by Bombardier around the start of this century. The new fleet of 23 trains, costing £350 million, has been dubbed Evero. It will eventually consist of 13 five-car bi-mode sets, known as Class 805, and 10 seven-car electric trains known as Class 807. The first Evero train to London Euston was the 10.37 from Crewe yesterday morning, which departed without publicity and was formed by one Class 805 set. It left at the same time as two Class 805 units working in multiple departed for Holyhead. The new trains appeared on the same day that summer timetables came into force, which also include two extra daily return journeys between London and Birmingham on weekdays and one extra return journey on Saturdays. Avanti said the name Evero was ‘created as part of a collaborative process with our people and stakeholders, with a Trackathon in March 2022 where suggestions were made. It was important to us that the name should stand for something bigger. A title that gives the world a glimpse of what we aim to achieve, which goes beyond getting people from A to B. The EV in Evero nods to the fact these trains are more environmentally friendly.’ The 805s and 807s will initially run on routes from London to the Midlands, Chester, North Wales and then to the North West. For the time being, they will continue to run alongside Class 221 Voyagers. The bi-mode 805 has 299 seats, 16 per cent more than the Voyagers it is replacing. The 805s will mainly operate on the London to North Wales route while the Class 807 electric trains will run between London, the West Midlands and Liverpool. A total of six 805s will be used on each weekday at first, and the remainder of the fleet will be introduced in due course. It will be maintained at Alstom’s Oxley depot in the West Midlands. Avanti West Coast managing director Andy Mellors said: ‘The introduction of our new timetable and the Evero fleet marks an exciting new chapter for our people and customers.’

Train services are running normally again north of Preston on the West Coast Main Line, after a derailed freight train blocked the railway on Wednesday afternoon. There were no reports of any injuries, but services had to be suspended for a while because the incident near Shap. The cause of the derailment is not yet known, but inspectors from the RAIB have been collecting evidence.

The restored Levenmouth Link in Fife was formally opened today by First Minister John Swinney. The line to Cameron Bridge and Leven has been reopened at a cost of more than £116 million. Today’s ceremony at Leven station was attended by more than 300 guests, who saw the First Minister unveil a plaque. They then travelled up the line to Cameron Bridge for a reception of welcome. Mr Swinney said: ‘Many people have long waited for the return of rail service to Levenmouth and I am delighted to be part of the open celebrations. ‘The local volunteers from the Levenmouth Rail Campaign group should be immensely proud of this historic achievement of reinstating rail connections for the community. ‘This rail link exemplifies the Scottish Government’s commitment to investing in our public services, growing our economy, taking climate action and investing in key areas that will help eradicate child poverty. By improving access to leisure, economic, employment and educational opportunities, alongside improving the connectivity to and from the area for residents, visitors and businesses, this rail link will help transform the lives of families and young people in the area.’ Levenmouth Rail Campaign chair Dr Allen Armstrong was one of the guests. He said: ‘All campaigns and their contexts differ but ten years is a very short time-span in the life of any rail campaign. ‘The fact that disadvantaged Levenmouth – in decline for over five decades since mining, docks and railways closed and where social capital and civic engagement is not that strong – was able to mount an intensive community-led campaign which played such an important role in achieving its main objective, well-supported by Council and elected representatives, has been a source of both surprise and pride.  ‘Levenmouth is back on the map and regeneration prospects aided by other project in the pipeline are brighter now.’ Today’s ceremony marks the start of celebrations in Fife that include a Council garden party tomorrow and a community day on Saturday. Passenger services will start running on Sunday when the summer timetable comes into force.

The Government is failing to put the needs of passengers and taxpayers first, according to a new report by MPs. The House of Commons Public Accounts Committee has examined progress made with reforming the railway since Keith Williams was appointed to restructure the industry in 2018, following the failure of timetable changes on Northern and Thameslink in May of that year. The Committee has taken evidence from politicians, senior industry figures and union leaders, but it notes that poor performance has continued. It says that in 2022-23 13.7 per cent of trains were delayed and 3.8 per cent were cancelled, but taxpayers were continuing to subsidise passenger services at a level that the government considers unsustainable, reaching a total of £3.1 billion in 2022-23. The report recalls that the Department for Transport set out an ‘ambitious’ reform programme in response to the findings of the Williams Review, but it has not made progress as it had intended, and many of the proposed reforms and associated benefits are largely on hold until the next Parliament when legislation can be passed. Another unresolved problem is that much of the railway remains difficult to access for many people, which the report dubs ‘unacceptable’. The Committee said it was not convinced that the DfT had paid sufficient attention, in advance of the delayed creation of Great British Railways, to the changes it can make now to improve the situation for passengers and taxpayers, while the Department has also failed to involve railway workers. It concludes: ‘Delays to legislation have been a contributing factor, but there are also fundamental disagreements and issues that still need to be resolved on rail reform between the Department and HM Treasury. For example, the extent of GBR’s role and responsibilities, including the level of independence it will have. Meanwhile, no one is putting the needs of passengers and taxpayers first. The Department needs to demonstrate a sense of urgency in implementing rail reform, including addressing the things that will make a real difference for passengers and taxpayers now.’ The DfT has declined to comment, because of the forthcoming election.

Rail minister Huw Merriman, who represented Bexhill & Battle as its MP for nine years, will not be standing in the forthcoming election. He will leave the government on 4 July. A lawyer by profession, he was first elected as an MP in 2015. In the 2019 election he gained a majority of 26,059, the equivalent of 63.6 per cent of the vote – compared with 62 per cent at the previous election. As a back bencher, he chaired the Transport Select Committee between January 2020 and October 2022, when he was appointed to his first ministerial post within the Department for Transport, as Minister of State responsible for railways and HS2. He has remained in that post since then. He said: ‘I have loved being an MP and I leave with a heavy heart. ‘The constituency is a beautiful place, with wonderful people in every town and village. And I’ve been lucky enough to work across the community, and political divide, with some fantastic people.’ He added that Rishi Sunak would always have his ‘full support’, and concluded: ‘To both the next MP for Bexhill and Battle and to a future Rail Minister – if these roles bring even half the amount of happiness as they have brought me, then it will make you very proud.’

It is 09.00 on Friday 5 July 2024. The decision has been taken by the people, and two large removal vans arrived in Downing Street an hour ago. Rishi Sunak is expected to travel to the country house of Chequers in Buckinghamshire, which is customarily put at the temporary disposal of an outgoing Prime Minister. Sir Keir Rodney Starmer is preparing to get into a car which will take him to Buckingham Palace within the hour, where the King, also according to custom, will ask him to form a government. From that moment, the Labour leader will become Prime Minister and First Lord of the Treasury. Meanwhile, newly-arrived officials in the Department for Transport, some of whom are a little bleary-eyed after sitting up late to watch the election results, are carrying out the instructions to be followed in the event of a Labour win. Messages go out from the DfT to Network Rail, the Office of Rail and Road, the Rail Delivery Group and the Great British Railways Transition Team. Each organisation is told that morning that they must start preparing for substantial changes to the railway industry. The DfT, Operator of Last Resort and Network Rail are being instructed to work closely together from now on by forming a partnership which is to be led by a new team at the temporary headquarters of the shadow Great British Railways, alongside Derby station. They must have a functioning organisation within six months – in other words, by January 2025. Meanwhile, Parliamentary draughtsmen have been working on a new Railways Bill, which will be presented to the Commons in the first session of the new Parliament.  The draft Railway Reform Bill drawn up by the previous government is now dead in the water: no public Bills, whether draft or substantive, survive a change of government, even though the Transport Select Committee had been conscientiously taking evidence about it from key railway industry figures in May. Whatever they said, as well as the text of the Bill itself, will now be placed in the box labelled ‘It Might Have Been’. Labour’s new Bill will be different. Great British Railways will not be the ‘franchising authority’, because there will be no franchises to be awarded. It will not be a ‘guiding mind’, as recommended by Keith Williams in his Rail Review, but a ‘directing’ one. Shares in several transport groups have been falling since the the Stock Exchange opened at 07.00 this morning, as it is now beyond doubt that the present National Rail passenger contracts in England will be terminated at the first available ‘break point’, and earlier than that if an operator ‘fails to deliver’. In Scotland and Wales there are none to surrender: the devolved governments had already taken control of their railways while the Conservative were still in office. There will be no chance of continuing, because the train operators still in the private sector on election day are destined to be ‘folded in’ to Great British Railways. The process is intended to be inexpensive and relatively painless. Behind closed doors, even before Sir Keir has reached the palace, some transport group executives are discussing at hastily-called meetings whether it would be better to surrender the doomed contracts sooner rather than later, and be done with it. Passenger open access offers one way for the private sector to stay on the rails, at least to some extent, and several transport groups have been industriously applying for new routes and paths over the past few months. Labour has said open access ‘will remain where it adds value and capacity to the rail network’.  But the Office of Rail and Road has yet to pronounce its verdicts on any of the recent applications, and before that happens it will have received ‘an updated framework and guidance’ about open access from the new transport secretary. No one knows what form that ‘guidance’ will take.