West of England response to the Great Western Specification Consultation. June (with amendments 04/07/14)

Transcription

1 West of England response to the Great Western Specification Consultation June 2014 (with amendments 04/07/14)

2 Summary This response was submitted by 26 June 2014 deadline and formally endorsed at the Joint Transport Board on 4 July Arising from the Board minor changes were made to questions 4 and 7. We welcome the opportunity to respond to the Great Western Specification Consultation and look forward to working closely with the Department for Transport and the train operator over the period of the Direct Award. Using the current level of train services as the basis for the Direct Award is welcomed as are the proposals for four IEP services an hour between Bristol and London with one service an hour extended to and from Weston-super-Mare. Our responses to the individual questions are set out below. Ahead of these we have two main issues to raise regarding rolling stock and our MetroWest proposals. The West of England continues to see impressive growth in rail passenger numbers up 94% in the last ten years (West of England Annual Rail Survey). The current rolling stock fleet can barely cope with existing passenger numbers and with growth set to continue, on past trends, the need for additional rolling stock is paramount. We expect to see the Direct Award include the cascade of the Class 165/6 Thames Turbos fleet to services in the West of England city region. Even with the Class 165/6s we remain concerned over the national shortage of diesel multiple units and the rapidly ageing and unsuitable nature of the current fleet. The Direct Award must require the operator to secure new or at least newer rolling stock over and above the cascade of Class 165/6s. The reliability of the current, ageing rolling stock fleet with cancellations and short formed trains is of increasing concern and will undermine passenger confidence and ultimately passenger numbers if not addressed. Our 100m MetroWest proposals will see half hourly services across the local rail network and the reopening of the Portishead and Henbury lines. We welcome the requirement for the train operator to work with promoters of schemes under development (section 5.22) but we would like to see a more specific reference to a duty to co-operate and assist in the delivery of MetroWest Phase 1 and 2 as per the wording of the first Direct Award or through a formally worded co-operation obligation agreement. Phase 1 is currently planned to start operation before the end of the Direct Award and Phase 2 could well be under construction. We would like to add our support to the Direct Award for being up to five years in duration. With all the disruption to the network arising from electrification of the Great Western Main Line, four tracking of Filton Bank, remodelling of Bristol Temple Meads, Heathrow Western Link, the completion of Reading station and Crossrail and the implementation of MetroWest it is sensible that one operator runs the franchise throughout this period. To change operator midway would only add to the disruption and confusion. If the Direct Award is less than five years we request early 1

3 engagement with the Department for Transport on franchise arrangements for delivering MetroWest Phase 1 and 2. West of England Response to the Great Western Specification Consultation 1. Respondents are encouraged to consider whether any additional objectives should be reflected in the franchise specification for the 5 year period from September 2015 We suggest there should be an objective for the train operator to work with the Local Transport Authorities on timetables and services to more closely align demand for train services and support housing and employment developments. Our response to question 2. highlights the level of growth expected in the West of England area and its close relation to the rail network. With 100m investment in MetroWest it is essential we are fully involved in the specification of local train services with the ability to input into and influence fares, destinations and frequencies. We see this as a first step towards decentralisation (response to question 22) and to delivering MetroWest (see response to question 5.). A further objective should be for the train operator to enter into an Alliance arrangement with Network Rail. South West Trains has had such an Alliance since 2012 and this works extremely well with a single management team now responsible for track and train. Given this and the opportunity the Direct Award presents it is surprising that an Alliance is not proposed for the Great Western Franchise. 2. Respondents are encouraged to consider and identify any specific local factors that they believe might influence the future level of passenger demand, which should be reflected in the specification for the new franchise. Passenger Growth The West of England continues to see impressive growth in rail passenger numbers. From the Office of Rail Regulation s own figures passengers have grown by 67% over the last ten years in our area. On the Severn Beach Line the figure is 174%. Our annual West of England Rail Survey which counts all passengers, not just ticket sales, shows higher growth at 94% across all stations and 231% on the Severn Beach Line (see Figure One). Between 2013 and 2014 passengers on the Severn Beach line grew by a further 16%. The Direct Award must take account of this historic growth in planning capacity to

4 Daily passengers Figure One: West of England Rail patronage growth 2003 to Total except Temple Meads Severn Beach Line As part of the West of England Joint Local Transport Plan we have a target to increase rail passengers by 41% by 2019 from a 2008 base. This target is based on the one used by Network Rail s Great Western Route Utilisation Strategy, From Figure Two below it is clear the 41% target was met in 2013, six years early. We will look at setting a revised target as part of the Joint Local Transport Plan s Annual Progress Report Figure Two: West of England Joint Local Transport Plan Rail Target Target Actual

5 Employment and housing growth The West of England has a substantial economic growth agenda which is being developed through our Strategic Economic Plan. Our current share of national economic growth (GVA) is the highest of any core city region at 3.1%. Our overall vision is to build on this economic growth through a range of interventions including improving access to major employment sites for the skilled workforce catchment. Population is expected to exceed 1.1 million by Planning for this growth means our city region needs to make sure its transport infrastructure is not only fit for purpose, but has the ability to respond to increasing demand, and therefore maximise potential for continued economic growth. The modal share for journey to work within the Temple Quay Enterprise Zone is increasing rapidly; a recent survey identified that 40% of commuters travel by rail. Our five Enterprise Areas are now becoming established and are expected to be major trip generators, and we anticipate that rail will play a significant part in meeting this demand (see Figure Three and Table One). We play a key role as a gateway for the South West and Wales. Table One: Enterprise Zone and Enterprise Areas (see also Figure Three) Enterprise Zone/Area Jobs Rail Schemes Bristol Temple Quarter Enterprise Zone and new arena 15% of journeys to work by train# 17,000 MetroWest Phase 1 and 2 New Stations Package Portway Platform Bath City Riverside Enterprise Area 9,000 MetroWest Phase 1 New Stations Package J21 Enterprise Area (Weston-super- 10,000 MetroWest Phase 1 and 2 Mare) Emersons Green/Science Park 7,000 MetroWest Phase 2 Enterprise Area via Bristol Parkway Filton Enterprise Area 6,000 MetroWest Phase 2 Avonmouth Severnside Enterprise Area 8,000 MetroWest Phase 1 and 2 12,000 South Bristol Priority Growth Location 10,400 MetroWest Phase 1 Source: West of England draft Strategic Economic Plan, December Figures are in addition to those in the Core Strategies. # Transport Report, Temple Quarter Enterprise Zone, Halcrow, 2012 As Table Two shows a considerable number of new homes and jobs are planned in the West of England area to Whilst the last nine years of this are outside the Direct Award timescale the train operator needs to start planning now. Table Three underlines this with major housing areas directly served or capable of being served by rail. 4

6 Table Two: Planned housing and employment growth in the West of England Council Homes Jobs Bath & North East Somerset* 13,000 10, Bristol City 32,800 21, North Somerset* 17,130 14,000** South Gloucestershire 28,355 18,600-21, All 91,285 68,070 Source: Core Strategies and supporting evidence documents *Proposed figures and subject to local plan examinations on going ** Homes updated February 2014 but job figures to be revised. Table Three: Major new housing areas served by rail schemes Housing Area Homes Rail Schemes Cribbs Patchway New Neighbourhood 5, ha MetroWest Phase 2 (Henbury Line) employment land North Yate 3,000 MetroWest Phase 2 Keynsham (incl. Somerdale former 2,150 (incl. MetroWest Phase 1 Cadbury site adjacent to station) 700 at Somerdale) Weston-super-Mare 11,000 MetroWest Phase 1 and 2 Source: Core Strategies. Housing area figures are included in the Core Strategies. The Atkins report Unlocking Our Potential: The Economic Benefits of Transport Investment in the West of England, November 2012 found that MetroWest delivers some 2,500 jobs, which based upon on our level of self-containment equates to unlocking some 2,900 homes. MetroWest, therefore, has significant benefits in bringing forward private sector investment and the potential to support regeneration, new houses and job growth in several disadvantage areas. 3. Respondents are encouraged to highlight interfaces with any other schemes that are likely to be delivered during the next five years, which the operator may need to consider. Our MetroWest proposals for half hourly local train services and reopened Portishead and Henbury lines will interface directly with the Direct Award. Core Strategy Period The 200m MetroBus network of express bus services, separated from general traffic, with faster and more reliable journey times has been designed to link and connect with existing rail and bus services. The first part of the MetroBus network will open from Bristol Temple Meads to Ashton Vale in March 2016, followed by the South Bristol Link in December 2016 and North Fringe to Hengrove in May MetroBus and MetroWest are interlinked projects and key to enhancing connectivity and supporting economic growth. 5

7 Network Rail s 170m development proposals Plan for Bristol Temple Meads will transform the station and the surrounding Temple Quarter Enterprise Zone including the Bristol Arena scheme. It emphasises the stations role as a key hub and links to wider objectives for connectivity and accessibility to London, Wales and the South West. The proposals are supported by the West of England s Strategic Economic Plan. As previously mentioned under the response to question 2. - the Temple Quarter Enterprise Zone, the five Enterprise Areas and major new housing developments all interface with the local rail network. This will be further strengthened through a 4m revenue bid for funding in 2015/16 from the Local Sustainable Transport Fund. This will focus on links to the Enterprise Zone and Areas and new neighbourhoods. To support the Hinkley Point nuclear power station development in Somerset and to maximise access and sustainable travel we will support the Heart of the South West LEP s ask for 2-3 trains per hour between Bristol, Weston-super-Mare, Taunton and Exeter whilst maintaining half hourly services to all local West of England stations. 6

8 Figure Three: MetroWest and the Enterprise Zone and Areas 7

9 4. Respondents are invited to identify any changes or reorganisation to the routes served by the Great Western franchise that they would recommend; and to explain their rationale. The Direct Award should consider the Bristol, Swindon to Oxford market as a priority. As high tech clusters and with electrification to all three destinations plus the links opened up by East-West Rail to Milton Keynes and Cambridge there is a new market to be tapped into here. It would enable a service to be provided for a new station at Corsham (Swindon and Wiltshire LEP priority scheme). Extension to Cardiff could be added. Our Strategic Economic Plan stresses the importance to the regional economy of the Cardiff to Bristol to Portsmouth route and the need for enhancements is recognised. Consideration should be given to measures for train lengthening and upgraded trains. The service is key for travel between Bath and the Wiltshire towns of Bradford-on-Avon, Trowbridge and Westbury, all of which fall within the city s travel to work area. To cater for local demand we believe an overlay stopping service on the busiest parts of the Cardiff to Portsmouth route is required running from Cardiff to Bristol to Bath Spa with possible extension to Swindon enabling a new station at Corsham to be served. If extended to Oxford this would provide an alternative way to provide the Bristol to Oxford service. With electrification of the Great Western Main Line there is the opportunity to run this service using electric trains cascaded from Thameslink. Electrification should not be used as a reason to delay implementation of this service using diesel units. We are concerned that overcrowding caused by a lack of capacity will act as a growth constraint on the Cardiff to Portsmouth route. Based on the proposals above and in discussion with our neighbouring authorities of Wiltshire, Somerset, Gloucestershire, Swindon and Monmouthshire we recommend the following services are included in the Direct Award: Three trains an hour between Cardiff and Bristol with one fast limited stop and two slower stopping services. Minimum five car trains on peak services. Extension of one service to Bath Spa, Swindon and Oxford (for links to East-West Rail and a new station at Corsham). The other two services would continue to Westbury and Portsmouth. Consideration should be given to extending to Swansea to maximise connectivity between South Wales and the West of England. Maintain the current Cardiff to Bristol to Taunton services with train lengthening. Three trains per hour between Bristol, Weston-super-Mare, Taunton and Exeter with one fast limited stop and two slower stopping services including half hour services to all local West of England stations. One of these services to be the hourly extension of the London to Bristol via Bristol Parkway IEP service (see response to question 9.). Maintain the current Gloucester to Westbury services with train lengthening. Improvements to the Heart of Wessex line. Additional service Severn Tunnel Junction to Bristol Parkway for commuters and connections at Parkway. 8

10 IEP Cardiff to London two trains per hour service should stop at Bristol Parkway to enable connections to the Midlands, South West, South Wales, Swindon, Didcot, Reading and the North. Although not part of the Great Western Franchise, the train services operated by South West Trains from London Waterloo to Salisbury to Bath Spa and Bristol Temple Meads form a valuable addition to the local rail network by giving connectivity to the rail network in South and South-East England. We are keen to ensure that train paths are maintained in this Direct Award to accommodate those services and any greater frequency of service and/or calling pattern that South West Trains may wish to operate. 5. Respondents who wish to promote service changes should clearly identify these in their response to this consultation, as well as any supporting business case or value for money (VfM) analysis. MetroWest The possible length of the Direct Award to 2020 will see the introduction of MetroWest Phase 1 services in May Given the advanced nature and maturity of the scheme and the commitment to funding (see below) we formally request that Phase 1 is incorporated into the franchise requirements as part of the base specification. Technical work (see Technical Documents below) show MetroWest Phase 1 will generate 1m passengers a year. We welcome MetroWest Phase 1 services being listed under section 5.20 but request that in the Direct Award the words MetroWest Phase 1 are added in brackets after each to aid clarity. Equally we welcome the requirement for the train operator to work with promoters of schemes under development (section 5.22) but we would like to see a more specific reference to MetroWest and a clear duty to co-operate and assist in the delivery of Phase 1 as per the wording of the first Direct Award or through a formally worded cooperation obligation agreement. Under the current timescale agreed by the Joint Transport Executive Committee in 2013 Phase 2 will open in May 2021 which lies outside of the Direct Award period. Development work, however, has already started and as with Phase 1 we would expect to see in the Direct Award a co-operation obligation agreement with the train operator to work together on implementing Phase 2. We would expect this to include work on the operational cost of Phase 2 services. The West of England Local Enterprise Partnership s Strategic Economic Plan aspiration is to see Phase 2 accelerated. In the event of Phase 2 opening timescales coming forward into the Direct Award period a commitment to operating the new service under the most appropriate funding mechanism is required. There are considerable demands from business and local communities for the earlier delivery of Phase 2 and its links to the Cribbs Patchway New Neighbourhood and Filton Enterprise Area. It should be noted that devolved major transport schemes 9

11 funding for Phase 2 is only available from 2021/22 and earlier delivery will require higher levels of revenue support. More detail on Phase 1 and 2 is set out below. Phase 1 Phase 1 (see Figure Four) will see half hourly train services for the Severn Beach line, local stations between Bristol Temple Meads and Bath Spa (Keynsham and Oldfield Park) and on the line to Weston-super-Mare (Bedminster and Parson Street) and the reopened Portishead line (Pill and Portishead). Cost is 44m to 55m with construction starting in 2017 and new service operating in May Phase 1 rail has been prioritised for 44.9m of devolved major schemes funding from 2015/16 by the West of England Local Transport Body with additional funding provided by the local authorities. Phase 2 Phase 2 will see half hourly train services to Yate and Weston Milton and hourly services on a re-opened Henbury line (capacity for two new stations) with additional stations at Ashley Down and Horfield. Costs are estimated at 43.1m with construction starting in 2019 and services operating in May Phase 2 has been identified by the West of England Local Transport Body as the second priority for 36.5m of devolved major schemes funding from 2021/22. The Strategic Economic Plan s ambition is to reopen the Henbury line as a loop, subject to a full business case. New Stations Package The New Stations Package for Saltford, Ashton Gate and Corsham (Wiltshire Council scheme) stations may be implemented as opportunities and funding arise over the period 2017 to For Ashton Gate the nearby stadium is being redeveloped, under a 40m scheme, as a major sporting, conference, exhibition and events venue. Strategic Economic Plan Phase 1 and 2 are included as priorities in the West of England Local Enterprise Partnership s Strategic Economic Plan. The Plan identifies transport investment to improve connection and accessibility for business and communities and unlock and accelerate growth in new jobs and homes. The most significant investment for the region is in MetroWest. Funding bids to the Local Growth Fund are included to make up the shortfall for Phase 1 construction costs ( 8.5m) and 4.5m for Phase 2 development costs. 10

12 Technical Documents Technical documents (with web links) to support the case for MetroWest are: West of England Rail Studies report, Halcrow April 2012 sets out proposals for Phase 1 and 2 and New Stations Package. Greater Bristol Metro Bristol Area Rail Study Final Report, Halcrow, February 2013 detailed work on Phase 1 including passenger demand, Railsys timetable modelling and wider regional links. Unlocking Our Potential: The Economic Benefits of Transport Investment in the West of England, Atkins, November identified the economic impact of MetroWest. Summary report Full report Network Rail Analysis and Forecasting MetroWest Interim Report, November 2013 reviewed technical work to date on MetroWest Phase 1, options to take forward, infrastructure constraints and network capacity challenges. Bristol North Fringe Stations Study, March looks at the location options, demand, station requirements, layouts and construction costs of new stations including two on the Henbury line. Strategic Economic Plan, West of England Local Enterprise Partnership, March 2014 includes outline business cases for MetroWest and funding shortfall bids. A great deal of technical work is currently underway for Phase 1 and 2 including: Phase 1 GRIP Stage 1-2 report July Phase 1 Preliminary Business Case September Phase 1 GRIP Stage 3 report October Phase 2 GRIP Stage 1-2 report December Phase 2 Preliminary Business Case March Bristol Stations Study investigations into potential stations at Ashton Gate, Ashley Down, Horfield (with alternative site at Constable Road) autumn Extending Electrification study investigating extension to Weston-super-Mare, Yate, Severn Beach, Portishead and Henbury lines as well as changes in operating costs and revenues, train availability, depots and the minimum size of train fleet summer We are happy to share these reports when published with the Department for Transport and the train operator. 11

13 Figure Four: MetroWest Phases 1 and 2 12

14 6. Respondents are encouraged to bring to our attention research, evidence or publications which they believe should be considered in the development of the franchise specification. In addition to the research listed under question 5. we would like to draw the Department for Transport s attention to: Joint Local Transport Plan to 2026, March Joint Local Transport Plan 3 refresh, March 2013 Joint Local Transport Plan 3 Public Transport Supplementary Document, March 2013 draft West of England Annual Rail Survey 2014 TravelWatch South West Greater Western, Lesser Western report, September Severnside Community Rail Partnership Progress Report, January Heart of Wessex Community Rail Partnership Annual Report 2013/14, May 2014 There is considerable public support for investment in rail and improvements to local services through the direct Award and the Department for Transport will be receiving responses to the consultation from local stakeholder groups. Where possible we have sought to incorporate these into this response. 7. Respondents are invited to propose any changes to the current service pattern which they feel should be considered and to explain their rationale, for example by identifying specific local factors which might influence the future level of passenger demand which they consider should be reflected in a revised specification. Whilst recognising that the flexibility to squeeze more out of timetables is limited we would like to see at the earliest opportunity improved capacity and services for: Filling existing gaps at Bedminster and Parson Street stations including stopping the from Weston-super-Mare and from Taunton. Weekend services and station calls to Weston-super-Mare to take account of changing travel patterns with more leisure and shopping trips. Increased local train capacity on weekday and weekend services on the Cardiff to Taunton, Bristol to Gloucester and Bristol to Westbury routes. Hourly peak service to Severn Beach station. Restore stops at St Andrew s Road and Sea Mills on the Seven Beach Line assuming reliability can be improved in other ways. More calls at Patchway (Bristol to Cardiff Services) with the potential to call at Pilning. First and last trains of the day particularly on Fridays and Saturdays. 13

15 Improved connections for all local rail services whilst recognising that the flexibility to make changes will be limited with the need to ensure improving connections for one set of passengers is not at the expense of connections for others Going forward we believe that implementation of the MetroWest proposals will be essential to meet the continuing growth in passenger demand and facilitate growth in the city region. 8. Respondents are invited to say whether they value a faster headline journey time, or more intermediate stops, on a particular journey that they make (and to identify that journey). Whether there should be faster journey times or more stops depends on the local situation. We strongly support for example the non-stop IEP Bristol Parkway to London Paddington service and its extension as a semi fast hourly stopping service from Bristol Temple Meads to Weston-super-Mare. We believe the reference on Figure 7.1 to Weston Milton is incorrect and that this should be Worle. An extension for off peak IEP services to extend to Taunton is mentioned under section 7.10 but not shown on Figure 7.1. We suggest this could be extended to a peak service. Of concern is the IEP proposal to stop only one IEP Cardiff to London service at Bristol Parkway. Connections to Bristol Temple Meads, the Midlands, South West, South Wales, Swindon, Didcot, Reading and the North are thus lost. For Cardiff to Portsmouth, Cardiff to Taunton, Bristol to Westbury/Salisbury/Southampton and Weymouth to Gloucester/Cheltenham/Great Malvern services stops at appropriate intermediate stations are essential to meet local demand. 9. Should any elements of the indicative modelled intercity service pattern be mandated, and can it be improved? What should the priority be for intercity services where IEP trains are not planned to operate? The hourly IEP service to Weston-super-Mare shown in Figure 7.1 should be mandated to ensure this growing town of 100,000 people has a direct route to London without all the disbenefits of having to change at Bristol Temple Meads. With further housing and employment growth this link is incredibly important. Four trains an hour from Bristol Temple Meads to London Paddington with the fast IEP service non-stop from Bristol Parkway should be mandated to provide a high speed link between the two cities. As flagged up in the response to question 8., both IEP trains per hour from Cardiff to London should call at Bristol Parkway. 14

16 10. What do you feel the Great Western operator s priorities on the suburban network should be once it is electrified in 2016 e.g. for additional higher capacity, fast commuter services, or improved journey times? No comment. 11. After the electrification to Newbury, expected in 2016 would passengers needs be best served by a diesel service from Bedwyn, Hungerford and Kintbury to Newbury connecting into a fast service to London Paddington, or a diesel stopping service from Bedwyn to Reading connecting to a fast service from Reading to London Paddington, or other options? The former would give faster journey times to London but add a change at Newbury for passengers to Reading. No comment. 12. Respondents are invited to suggest ways in which Community Rail Partnerships could deliver more of the beneficial outcomes for passengers achieved so far. It is good to see the importance of the Severnside and Heart of Wessex Community Rail Partnerships acknowledged in the Consultation document (section 7.22). Funding and support for the Severnside and Heart of Wessex Community Rail Partnerships must continue in the Direct Award. Both partnerships are highly active in promoting local rail travel and enhancing the rail experience through value for money station improvement schemes. We greatly appreciate the funding and resources currently provided by First Great Western for the two Community Rail Partnerships. Tangible results and a great deal of community support for rail services have been achieved at a very modest cost and without a lot of bureaucracy. We believe we could deliver still more through greater delegation and a can do attitude to adopting new ideas from the train operator. We also request that the Direct Award should mandate that the train operator must not seek to impose additional bureaucracy or onerous conditions on the partnerships. The Severnside Community Rail Partnership is submitting its own response to the Consultation on some of the detailed challenges and issues which will face the new franchise and we fully support these. 13. While maintaining end-to-end service frequency, could the needs of passengers be better met by providing the operator with some flexibility over calling patterns on branch lines? Having raised the issue of capacity being the main challenge (section 7.19) this question rather misses the point in asking about flexibility over calling patterns. If rolling stock is needed to meet current and future demand including MetroWest (see response to question 5.) no amount of tinkering with calling patterns is going to resolve this. See also our response to question 16. In addition we believe that a consistent service pattern is important to passengers as different service patterns can cause confusion. 15

17 14. Respondents are asked to suggest what mitigating actions and steps the GW operator should be expected to take to meet the needs of its passengers both during the planned disruption to the GW franchise as a result of planned upgrade works and when force majeure events such as extreme weather, impact the network. Trains should be used instead of replacement buses to minimise disruption and the need to change modes. Services as close to the existing timetable should be provided. During electrification blockades of the Great Western Main Line more trains between London and Bristol should be run via Salisbury to provide an attractive alternative to coach travel. If there is no choice but to use replacement buses then they must be low floor and capable of carrying pushchairs and bikes. The train operator should work closely with bus and coach operators to provide a wide range of travel options. As recommended by Passenger Focus the franchise should include a requirement to fully adopt all elements of the ATOC Approved Code of Practice on passenger information during disruption (The Great Western Franchise 2013 onwards: an initial submission from Passenger Focus, December 2011). We draw attention to the Passenger Focus finding that only 8% of passengers support blockades during major engineering works (Great Western Franchise Key findings from passenger research, 2012). We welcome Network Rail s move towards providing a seven day railway and minimise the need for weekend engineering work and strongly urge the Government to take action on measures to improve the long term resilience to flooding of the railway line between Bristol and Taunton. 15. Where the provision of temporary, alternative service is unavoidable, respondents are invited to suggest what alternative provisions they would prefer the GW operator to put in place. See the response to question Respondents are encouraged to consider what steps the GW operator should be expected to take when reacting to changes in passenger demand, and what targets for capacity should be set. The Direct Award must take account of this growth in planning capacity to The current rolling stock fleet can barely cope and on occasions can t cope with existing passenger numbers and with growth set to continue, on past trends, the need for additional rolling stock is paramount. We expect to see the Direct Award include the cascade of the Class 165/6 Thames Turbos fleet to services in the West of England city region. Section 5.6 s reference to the release of London suburban diesel multiple units for redeployment elsewhere on the network is welcome in this respect. 16

18 Even with the Class 165/6s we remain concerned over the national shortage of diesel multiple units and the rapidly ageing and unsuitable nature of the current fleet. The Direct Award must require the operator to secure new or at least newer rolling stock over and above the cascade of Class 165/6s. The reliability of the current, ageing rolling stock fleet with cancellations and short formed trains is of increasing concern and will undermine passenger confidence and ultimately passenger numbers if not addressed. Targets should be set for: No standing on journey legs exceeding 10 minutes and on all days of operation including Saturdays and Sundays. Maximum number of short formed trains allowable. Passengers in excess of capacity (PIXC) counts. These apply in London and the South East should be extended to cover the whole area of the Great Western Franchise. The train operator should then have the flexibility to work out the best way to meet these targets. 17. Respondents are invited to highlight if there are specific stations or services where they feel particular attention should be paid to reliability or punctuality. These include: Short formed trains trains on the Cardiff to Weston-super-Mare to Taunton and Cardiff to Wesbury routes cut from three to two cars in the peak. Reliability of ageing, life expired rolling stock. Reliability of Gloucester to Westbury trains. Severn Beach line cancellations, short formed trains and services terminated at Clifton Down and Avonmouth. Overcrowding on peak hour trains at Filton Abbey Wood, Yate, Severn Beach Line and services to Weston-super-Mare. Principles of contingency planning should be agreed with the local authorities. 18. Are there any areas of the GW franchise where you feel cost savings could be made? We welcome First Great Western s recent recruitment of 20 additional revenue protection officers and emphasise the need to continue to increase the collection of fares especially on the Severn Beach line. Greater collection of fares increases revenues and reduces the overall cost of running services. Overcrowding and short formed trains currently hinders fare collection and the Direct Award should address both. We would like a Direct Award commitment to implement smart ticketing (see also response to 22.) on Great Western routes to make revenue collection and ticket retailing more robust. 17

19 19. Respondents are encouraged to consider which locations merit consideration for future improvement under these schemes. Locations which require work to improve access, security and safety in the West of England area are: Ashley Hill footbridge - like for like stepped footbridge replacement under electrification. Bedminster provision of CCTV. Freshford - lack of step free access to the Westbury-bound platform. Keynsham ramp under construction but lack of Real Time Information (RTI) and some security issues. Lawrence Hill access issues. Nailsea & Backwell provision of ramps. Narroways Hill footbridge as per Ashley Hill. Oldfield Park provision of CCTV, lacks RTI and some security issues. Parson Street - step free access. Patchway station as per Ashley Hill. Pilning station footbridge (evacuation point for Severn Tunnel train incidents) - as per Ashley Hill. Severn Beach provision of CCTV. Shirehampton - pedestrian access improvements. Stanley Farm Road footbridge - as per Ashley Hill. Stapleton Road access issues. Yate access issues. Network Rail s proposed like for like stepped footbridge replacement under electrification (see above list) is not supported by the local transport authorities. The electrification project must fund the replacement of these bridges with accessible ones. We are extremely disappointed over the reallocation of Access for All funding for the ramps at Nailsea in 2013/14 and its subsequent omission from the list of schemes for funding in 2014/15. We believed this was a shovel ready scheme accompanied by 0.7m worth of adjacent car park works by North Somerset Council. At no point were the local authorities informed that the funding had been reallocated or could not be carried over into 2014/15. We note that the Table 8.2 referred to under section 8.5 is missing. We expect the Direct Award to include a duty on the train operator to address and secure funding for access and Equalities Act issues. The West of England places great value on the work of the British Transport Police in ensuring a safe and secure environment for travel. The existing coverage of the area from British Transport Police offices at Bath Spa, Bristol Temple Meads, Gloucester and Swindon together with the co-ordination of the British Transport Police with Avon & Somerset Police and other agencies has been very successful in reducing crime and anti-social behaviour. We wish to see the prominent role of the 18

20 British Transport Police maintained and funded over the period of the Direct Award. CCTV should be provided on all High Speed Trains. 20. Respondents are encouraged to consider how best to communicate information with passengers across the franchise and how best to keep passengers informed during times of disruption. We agree timely and accurate information is a key priority for passengers and the full use of the National Rail Enquiry Service, real time information and social media should continue. We would also support the proposal for rail information to be added to the Transport Direct website. The use of smart phone accessible train apps and journey planners would be welcome. The use of paper documents and posters should not, however, be neglected. For many passengers paper will remain the main source of information. Whilst the figures relate to bus passengers, Passenger Focus research in the West of England revealed that 43% of people relied on paper timetables (Bus Passenger Survey autumn 2013 results West of England Area, Passenger Focus, January 2014). Similar figures are likely to apply to rail passengers. Real Time Information (RTI) is still needed at Keynsham and Oldfield Park Stations. RTI at unstaffed stations like these complements paper timetables and posters and helps passengers make informed decisions, especially at times of disruption. 21. Rail Executive is considering what the appropriate approach for monitoring and improving service quality in the new franchise would be. Respondents are invited to say what matters most to them (for example, cleanliness of trains and stations, or the helpfulness of staff) in terms of the service quality they receive. From our experience with understanding satisfaction with the Great Bristol Bus Network and the recent Passenger Focus research on what Great Western Passenger want we suggest the following are appropriate for monitoring and improving service quality: Reliability and punctuality. Information provision (especially in the case of delay). Helpfulness of staff. Cleanliness of trains. Value for money. Getting a seat. 22. Please indicate if there are any additional areas that you think Rail Executive should consider consulting on and that have not already been addressed during stakeholder engagement. Length of Direct Award We would like to add our support to the Direct Award for being up to five years in duration. With all the disruption to the network arising from electrification of the 19

21 Great Western Main Line, four tracking of Filton Bank, remodelling of Bristol Temple Meads, Heathrow Western Link and the completion of Reading station and Crossrail and the implementation of MetroWest it is sensible that one operator runs the franchise throughout this period. To change operator midway would only add to the disruption and confusion. For MetroWest the loss of continuity would be a great risk to opening Phase 1 in Nonetheless we are keen to ensure that any further Direct Award is far more than simply an extension of the existing franchise. As our responses to the Consultation document make clear we expect to see issues around rolling stock, capacity, new and enhanced services and our MetroWest proposals included in the Direct Award. Smartcards and multi-modal ticketing Whilst smart technology and integrated ticketing is included under objectives for the franchise in section 4.1 we look for a firm commitment to and timescale for the implementation of smartcards on all Great Western Franchise services. The AvonRider multi-operator bus ticket now covers over 95% of bus services in the West of England city region and the next logical step is to integrate it with the Freedom Travelpass multi-modal ticket. Research by Passenger Focus (Smarter Ticketing: Oxford Smart Zone, September 2013) underlines the importance of smarter ticketing making life easier and cheaper for passengers and the need for the right product. We look for a commitment to carry out the work necessary during the proposed Direct Award franchise. Carnet tickets should be introduced as an alternative to season tickets to cater for passengers who travel frequently and flexibly but not frequent enough to justify the cost of a season ticket. Decentralisation proposals Decentralisation only gets a passing mention under section 6.2. As part of the Government s consultation on the decentralisation of rail powers in 2012, the West of England expressed an interest in Option 3 for one franchise with multiple specifications. This was subject to agreement on levels of funding. Option 3 remains our position and we expect the Direct Award to make firm provision to explore decentralisation proposals for implementation as part of the new franchise that will follow in Interchanges The train operator must work with bus operators and the local authorities to promote better bus rail interchange including MetroBus at main line and local stations. 20

22 Station Improvements As well as improving access and security (see response to question 19.) there is still much that could be done to improve the overall condition of many stations across the West of England including: Expand the network of Real Time Information to all local stations. Proposals and ideas for running stations. CCTV at all stations and car parks. Programme of station improvement schemes to bring local stations up to modern standards. Ticket Offices Passenger Focus has demonstrated the most popular way to buy a ticket remains the ticket office (42%) (Great Western Franchise Key findings from passenger research, 2012). The Direct Award must retain all existing ticket offices and peak hour ticket sellers with no reduction in opening hours or staffing. New technology should not be used as an excuse to reduce the role of the ticket office. Consideration should be given to providing new and extending the role of ticket offices to provide retail and refreshment facilities. Car Parking Car travel is the second most popular way of getting to the station representing 29% of all trips (West of England Rail Survey 2010). The availability and price of car parking is an issue at Bristol Parkway, Bristol Temple Meads and Keynsham. The train operator must work with local authorities on pricing and provision of parking at stations. We are concerned that the cost of parking can exceed the train fare acting as a disincentive to use the train. Cycling Given the national importance attached to cycling it is surprising there are no references to it in the consultation document. This is all the more difficult to understand as the 2012 Great Western Franchise consultation recognised the importance of providing cycle parking at stations. Of equal concern is the lack of reference to increasing space for cycles on trains. Increasing the provision for cycles on trains from the current baseline must be part of the Direct Award specification. It must not, however, be at the cost of providing for disabled passengers. Cycle docks, similar to those introduced on the South West Trains franchise, should be introduced at major stations. In all, 6% of passengers cycle to or from the station (West of England Annual Rail Survey 2010). 21