The Leeds-Settle-Carlisle Line As Part of a Rural Transport Strategy
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The Leeds-Settle-Carlisle Line as Part of a Rural Transport Strategy A Response to the DfT Future of Transport: Rural Strategy - Call for Evidence John Carey February 2021 www.foscl.org.uk 1 1. Executive Summary 1.1 The Leeds-Settle-Carlisle line was reprieved from closure in 1989 and is generally regarded as one the most scenic lines in the UK. However, a large part of the line is relatively rural and access to the intermediate stations is dependent on car use or on a limited number of bus services. 1.2 Some bus services in the area have been withdrawn over the years due to reduction in council subsidies, and whilst a few have been created in the period since, these are fragmented and fragile, often provided by the community and voluntary sectors. 1.3 Few of the existing bus services in the area provide dedicated connections to the rail line and many are single day operation only, thus making regular daily journeys to employment or education impossible. 1.4 FoSCL argue that the Leeds-Settle-Carlisle railway line could form the nucleus of a rural transport strategy together with local bus services, indeed, as part of an integrated transport solution for the area. This would be of considerable benefit to the economy of this predominantly rural area, increasing economic/welfare opportunities for residents and encouraging tourism. 1.5 The submission urges the use of conventional buses wherever possible but examines community and voluntary sector where this has potential to fill some of the gaps whilst pointing out the inherent draw-backs. 1.6 FoSCL suggests that urgent consideration should also be given to reinstating services withdrawn since 2010, particularly 3 key routes, and also providing new services to meet the changing demands of local residents and of visitors. In particular, a link from the town of Kirkby Stephen to the nearby rail station is a priority, together with a link to Appleby Station from the existing bus route to Penrith. 1.7 Public transport should play an increasing role in reducing private car use and encouraging environmentally friendly tourism in the Yorkshire Dales National Park and the Eden Valley area of Cumbria. 1.8 However, it is considered unlikely that a commercial model for delivery of bus services in rural areas is either sustainable or can provide the service level to support the needs of the local community and visitors. Ultimately this may require a complete re-think as to the way bus services are funded. A complete rethink of reimbursement to operators under the ENCTS (bus pass) scheme is also needed. 1.9 FoSCL recommend the creation of a properly supported rural transport delivery authority working across county boundaries, liaising with stakeholders, and providing a truly integrated network. 2 2. Introduction 2.1 The Friends of the Settle-Carlisle Line (FoSCL)1 is a rail user group having approximately 3000 members supporting the iconic Leeds-Settle-Carlisle railway line and who were instrumental in the reprieve of the line from closure in 1989. The line extends northwards from Leeds and the west Yorkshire conurbations, the Aire Valley, Yorkshire Dales National Park and the Eden Valley to reach Carlisle. 2.2 Opened in 1876 as an express route between London and Scotland the Settle-Carlisle line is recognised as one of the most scenic railways lines in the UK and for a large part the area north of Skipton is comparatively rural and remote. The stations along the route serve a number of communities which are, in many cases, distant from their local railhead. 2.3 Currently, services are operated by Northern Trains Limited2 a division of the government owned Directly Operated Railways Limited, and comprise 8 trains per day in each direction with the majority of trains stopping at all intermediate stations. 2.4 In such remote areas ownership of a car is generally regarded as essential for work, college or healthcare journeys, there being very few bus services. However for those without their own transport or access to viable public transport social isolation can be a very real problem. Indeed, for many of the elderly with a bus pass it is a cruel irony that there are few or no bus services on which to use it. 2.5 Also, it should be mentioned that many of the areas through which the line passes have not witnessed the same economic growth as, for example, the Central Lakes or the conurbations of West Yorkshire. Effective public transport is now essential to these rural areas for the benefit of the residents and for the local economy to thrive. 2.6 However since 2010 a number of critical bus services have been withdrawn leaving large areas within the vicinity of the line without a regular bus service. 2.7 In 2020 the Friends of the Settle Carlisle Line published The Case for Integrated Transport on the Settle Carlisle Line Corridor3 to which reference is strongly urged. The study examines the state of public services as they exist along the line and argues that the railway line could represent the central spine with connecting transport links to the outlying communities, ideally utilising connecting bus services. 2.8 The strategic location of the line to the surrounding communities can be seen on Map 1 (see later). 1 www.foscl.org.uk 2 www.northernrailway.co.uk 3 The Case For Integrated transport on the Settle Carlisle Line Corridor Carey J, FoSCL 2020 3 Map 1: The Leeds-Settle-Carlisle Line Showing Strategic Location Carlisle (107,500) Armathwaite (~700) Alston Lazonby (976) Langwathby (866) Appleby (3048) West Coast Kirkby Stephen town (1822) Main Line Kirkby Stephen Kendal Dent Dent Kirkby village Lonsdale (785) West Coast (1843) Main Line Ribblehead Ingleton (2186) Carnforth Clapham village Lancaster Long Preston (742) Hellifield (1426) Gargrave (1755) Skipton (14,623) Population based on 2011 To Clitheroe To Leeds census (Wikipedia) 4 3. Some Perspective 3.1 The 1985 Transport Act means that bus and rail transport have become even more disparate; the deregulation of buses in 1986 means that buses are subject to the vagaries of commercial competition whilst rail services are effectively state controlled and subsidised. Prior to 1986 bus services were often managed or tendered by local authorities. However under deregulation commercial bus operators see no benefit in connecting to other modes of transport or indeed other bus operators and will naturally compete for those routes perceived as being the more lucrative or, as often, not at all. Relatively few services receive any form of local authority subsidy. 3.2 There is a tendency for each operator and mode to become insular in its existence and there is a reluctance to talk to each other unless there is any compelling financial imperative. There are nevertheless a few examples of true integration along the Settle-Carlisle line. They tend to be provided by the voluntary or community sector. There are The Little White Bus, Western Dales Bus and the DalesBus services to which references are made later in the paper. 3.3 In the past there were a number of local bus services running through the areas in which the line served. Whilst many of these did not always connect with trains or run close to stations some degree of connectivity was possible. However, many of these services have been withdrawn due to removal of council subsidy or the failure of a willing commercial operator to step in. Some commercial operators have tried to maintain services only to find the challenges too immense, though it is true that a few community type operators have emerged in the interim. 3.4 The following table illustrates those services withdrawn since 2010 and the current provision if any: No Withdrawn Service Current Position 11 Bowland service from Settle to No through service. Now operated as Clitheroe (Mon-Sat). Previously section 22 NYCC mini-bus from Horton to subsidised by NYCC/Lancs CC until 2014 Tosside only (the NYCC boundary). 113/ Garsdale Station to Hawes and Hawes Now all operated by section 22 156 to Leyburn (Mon-Sat) subsidised by community-run mini-bus services under North Yorks CC until 2010 contract with NYCC. 502 Kendal College Bus from Brough to Now ‘pupils only’ and withdrawn to Kendal (Mon-Fri term only) subsidised normal users by Kendal College until July 2020 5 No Withdrawn Service Current Position 506 Kendal College Bus from Appleby to Now ‘pupils only’ and withdrawn to Kendal (Mon-Fri term only) subsidised normal users by Kendal College until July 2020 563 Kirkby Stephen to Penrith via Appleby No regular daily through service. Limited (Mon-Sat) subsidised by Cumbria CC commercial service between Appleby until 2014 and then commercial until and Penrith (Mon–Fri) and a proposed 2016 single return from KS to Penrith by community bus (Tues only) in 2021 564 Brough to Kendal via Kirkby Stephen No regular through service. Operation of and Sedbergh (Mon-Sat) subsidised by part route by 16 seat community bus Cumbria CC until 2014 (Thurs, Fri and Sat only) and part route by commercial operator (Mon-Fri) 564A Dent Station to Kendal (Saturdays only) Now operated by 16 seat community-run subsidised by Cumbria CC until 2010 bus (Sat only) 569 Kirkby Stephen Station to Hawes (Tues No replacement envisaged only seasonal) commercial service withdrawn for 2021 3.5 A particular example of the difficulties caused by the lack of buses exists in the small town of Kirkby Stephen located 1.65m (2.6km) from the railway station. It has lost most of its bus services including two key daily routes providing work and education opportunities.