Unlock the Editor’s Digest for free

Roula Khalaf, Editor of the FT, selects her favourite stories in this weekly newsletter.

Troubled intercity rail operator Avanti West Coast will not be stripped of its contract early by the UK government, according to people with knowledge of the plans. 

Earlier this year, northern leaders demanded that operation of the route — which connects London with major cities including Birmingham, Manchester and Liverpool — be nationalised because of sustained frustrations over performance.

Avanti was the worst-performing train operator in the UK between April and June, according to recent industry figures. Almost 60 per cent of its trains over the period were late, double the national average, figures from the Office of Rail and Road showed. Cancellation levels were also twice the national average.

However, legal advice provided to the Department for Transport concluded that the operator was not in breach of its performance obligations, people familiar with the findings said.

One of the people said the company’s most recent contract had “rewarded failure”, as it had been drawn up in such a way that it was very difficult to breach on performance grounds.

As a result, the route could end up being one of the last to be nationalised under Labour’s plans to gradually bring all rail services under state control, because its contract is one of the last to come up for renewal.

Ministers are instead working on the basis that the first nationalisations under Labour will be Greater Anglia or West Midlands trains early next year.

Earlier on Tuesday, Starmer championed the railway services bill “bringing railways back into public ownership” in his speech to the Labour party conference in Liverpool.

Avanti, which is co-owned by First Group and Trentitalia, has been heavily criticised over the reliability and quality of its services since it took over the country’s biggest intercity rail route in 2019. 

Twelve months ago the previous Conservative government extended its contract for a further nine years, with a break clause in 2026, following a brief period of improvement. Shortly afterwards the operator’s performance nosedived again. 

In April, members of the pan-northern transport body Transport for the North unanimously voted for the service to be nationalised because of its sustained unreliability, slashed timetables and poor customer service. 

Greater Manchester’s Labour mayor Andy Burnham said he had “completely run out of patience” with the operator.

At the time, the Department for Transport said that removing Avanti’s contract would not solve problems that it said were caused by issues beyond the company’s control, such as the weather and infrastructure problems. 

Three months later, Labour were elected to power on a promise to gradually nationalise the entirety of the rail network as each existing operating contract expires.

Two people with knowledge of the matter said that the earliest end date was likely to be 2027, once a break in the contract had been executed.

The government is expected to begin its broader nationalisation process when the Passenger Railway Services bill receives Royal Assent, which is expected later this year.

Under the bill, contracts to run train operators that are let to private companies will be permanently returned to the government as they expire.

These former franchises would then be run by the Department for Transport’s “Operator of Last Resort”, which already operates four English railway franchises on behalf of the government. 

The first contract to expire will be South Western Railway in May 2025. But under the terms of the current contracts with train operators, the government can also exercise break clauses in order to bring companies in-house earlier.

Break clauses at Greater Anglia and West Midlands Trains expired in September, so the government is set to begin the nationalisations after giving one of these operators, which are both run by TransportUK, the required three months notice.

A government official said that process was expected to start in February.

Industry executives believe ministers had been considering whether to start with a high-profile struggling operator, such as Avanti or Cross Country, which received an improvement notice in August. 

But they said an easier option would be to bring in one of the TransportUK franchises first, which are both performing well. 

Greater Anglia was the best-performing operator according to the recent reliability data, and is the only operator currently returning a surplus to the government.

One industry executive warned that trying to nationalise several operators in a short timeframe was “a recipe for failure and risk”.

Trenitalia and First Group declined to comment. The Department for Transport and TransportUK did not immediately comment.

A DESPERATE search continues for a missing young woman as cops say they’re “concerned for her welfare”.

Jamii-Lee, 31, was last seen in Hemel Hempstead on Sunday morning.

2

2

Advertisement

She is described as blonde and of slim build. It is believed she may have travelled to central London.

A new image released today shows

the clothing she was wearing on Sunday – a black duffle coat, black leggings, black and white trainers and a brown cross-body bag.

A Met statement: “Officers are growing increasingly concerned for her welfare.”

Unlock the Editor’s Digest for free

Roula Khalaf, Editor of the FT, selects her favourite stories in this weekly newsletter.

The writer is author of ‘Black Wave’, distinguished fellow at Columbia University’s Institute of Global Politics and an FT contributing editor

The pager attack and Israeli missile strikes against Hizbollah targets have revealed deep and embarrassing security breaches within a group that long prided itself on the discipline and loyalty of its members. 

The start of the Israeli bombing campaign against Lebanon on Monday punctured what was left of the longstanding narrative Hizbollah has sold to its base: that it can protect them and deter Israel. But events of the past week have also brought back to the surface deep schisms inside Lebanon and across the region about its role as a state within a state and a heavily armed regional paramilitary group. 

Former CIA chief Leon Panetta described the pager attacks as a form of terrorism, with “terror going into the supply chain.” The long-term consequences, beyond Lebanon, of booby-trapping everyday objects on a large scale will unfold over time. In Lebanon, meanwhile, the terror was felt on a national level, in a small country, where sirens wailed for hours and panicked mothers unplugged their baby monitors. 

There was a brief moment of general compassion. Political opponents expressed sympathy and said politics should be set aside for now. Lebanese of all confessions rushed to donate blood. It was the kind of compassion Hizbollah itself has never afforded its opponents — not in Lebanon, where it stands accused of assassinating former Prime Minister Rafiq Hariri and scores of others, nor in Syria, where it participated in the bloody civil war on the side of Bashar al-Assad. 

Syrian dissident and intellectual Yassin Al Haj Saleh wrote on X that while schadenfreude among his compatriots in the wake of the pager attack was not something to be proud of, it was an understandable reaction. Syrians, he said, had been “killed, besieged and starved” by Hizbollah as it “helped a genocidal regime”. Shockingly, the gloating continued on Monday even as almost 600 people were killed in Israeli strikes, the deadliest single day in Lebanon since the civil war. 

Hizbollah is now fighting without the popular and regional support it had during the previous face-off in 2006, when its leader Hassan Nasrallah became hugely popular in the region for staring down Israel. Assad, who owes his regime’s survival to Hizbollah and its patron Iran, as well as Russia, is missing in action. In New York, Iranian officials have signalled that they’re open to negotiations with the US.

Israel will see all this as an opportunity. Prime Minister Benjamin Netanyahu might think it also means the Lebanese will rise up against Hizbollah, or that the latter will relent as losses mount. But while its strategy might lie in ruins, Hizbollah will not admit defeat. And the Lebanese are too scared and tired to rise up in the middle of a war. There will also be a natural rallying together against Israel. Many Lebanese who oppose Hizbollah have also watched with horror as Gaza has been bombarded and flattened. 

When Hizbollah launched rockets against Israel on October 8 last year in support of Hamas and Gaza, it tied Lebanon’s fate to a ceasefire in Gaza. But it never expected the conflict to last this long. Both Hizbollah and Iran repeatedly signalled that they didn’t want all-out war. They had settled into a balance between deterrence and a war of attrition — until last week, when Israel dramatically shifted gear.

In 2006, after a devastating war between Israel and Hizbollah which destroyed much of the country’s infrastructure and killed 1,200 Lebanese civilians, Nasrallah admitted that he would not have ordered the capture of Israeli soldiers on the border if he had known it would provoke such a devastating conflict. Today, Lebanon, a country with no president, a caretaker cabinet and barely functioning institutions, stands on the precipice of another devastating conflict.

There is a short window for international diplomacy to find a face-saving formula that would allow Hizbollah to extricate itself from the Gaza conflict and stand down for the sake of Lebanon. This would require, however, the kind of national coalition building inside Lebanon that historically has proven hard to achieve. Crucially, it also entails the Biden administration obtaining iron-clad guarantees from Israel that it too will step back.

Alas, 11 months into the war in Gaza, Joe Biden has shown himself unable or unwilling to extract promises from Netanyahu. And he will be even more loath to do so with an American presidential election just over a month away.