Grand Central, a private train operator owned by Arriva, is preparing to submit an application for a new rail service connecting Manchester to Paris, marking a potential shift in private companies’ access to Britain’s renationalised rail network. The proposal aims to run trains from Manchester to London St Pancras via the Midland Main Line, rather than the usual route into London Euston. This would allow passengers from northern England to directly connect with Eurostar’s international high-speed services at St Pancras, potentially offering a seamless journey between Manchester and the French capital.
The planned application comes amid growing tensions over the future of “open access” rail services, in which private companies operate routes independently of government direction, assuming full financial risk and reward. Grand Central, along with operators such as FirstGroup’s Lumo and Hull Trains, has established a successful presence on the East Coast Main Line running services into London King’s Cross.
However, the Office of Rail and Road (ORR), the independent regulator responsible for approving open access requests, has recently been criticized for delaying or rejecting several proposals from private companies. These include applications for new services to Shropshire and north Wales, Rochdale (north of Manchester), and the New Forest in Hampshire. A notable delay occurred over a proposed direct London route from Lincolnshire and Cleethorpes, which was ultimately withdrawn by Grand Central due to the prolonged decision-making process.
Industry observers suggest that these delays may be tied to the impending transition of regulatory control to Great British Railways (GBR), the new state-run body set to take over both infrastructure and operations from next spring. The ORR is expected to be integrated into GBR under the direction of the Department for Transport (DfT), raising concerns about potential government influence on regulatory independence.
John Thomas, policy director of Allrail, an alliance representing passenger rail companies, expressed the view that there is mounting evidence the ORR is being pressured to deny open access applications. He cited consistent refusals from Network Rail, the state-owned infrastructure operator, and what he perceives as increasing alignment between the ORR and the DfT to block new private services.
The ORR has denied allegations that its independence has been compromised, asserting that decisions continue to be made impartially, with a focus on maintaining network reliability and protecting existing services from congestion or revenue loss.
Despite these challenges, a recent open access application for a London Paddington to Carmarthen service received ORR approval and is scheduled to commence operations next year. As the transition to GBR approaches, multiple open access bids remain under consideration, with the outcome likely to shape the extent of private sector involvement in Britain's national rail system going forward.