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Ih160212cba Great Western Rail Franchise DCC Perspective Hk 05 050312 EE/12/4 Cabinet 14 March 2012 Great Western Rail Franchise Devon County Council Perspective Report of the Head of Economy and Enterprise Please note that the following recommendation/srecommendations areis/are subject subject to considerationto consideration and and determination by the ExecutiveCabinet (and (and confirmation confirmation unde underr the the provisions provisions of ofthe the Council's Constitution) before taking effect. Recommendation: (a) that Cabinet endorses the principle of working with key stakeholders in the South West to present a shared view to Government; (b) that the detailed response to the franchise consultation questions as set out in Annex 1 be forwarded to the Department for Transport; (c) that Cabinet support the principle of a Western access route to Heathrow. 1. Summary This report considers and proposes the County Council response to the Department for Transport’s Consultation on the Great Western Rail Franchise specification. 2. Introduction The replacement of the Great Western Rail Franchise is an important issue for Devon County Council as rail plays a significant role in both local and long-distance communications, and has a vital role to the economy of Devon and the far SW. The current franchise expires in April 2013, and Department for Transport (DfT) is at present consulting on the issues which might be contained in the franchise specification. The DfT consultation document is available at www.dft.gov.uk/consultations . This consultation runs until 31 March 2012. DfT will issue the Invitation to Tender (ITT) to bidders in May 2012. The returned tenders should be submitted in August 2012 and an announcement made of the successful bidder before the end of the year. 3. Context for the New Franchise The new Great Western Franchise will be awarded in circumstances which are very different from the current franchise. This is to be a long franchise, of 15 years, and hence there is an expectation that the successful bidder will be able to bring significant finance for improvements as part of their franchise bid. The Department for Transport is therefore minded to make the franchise specification much less specific than hitherto, in order to give bidders scope for innovation so as to get the maximum benefit from their investment. The underlying context is one of year on year growth in passenger numbers on the Great Western network, even during the economic downturn of the last couple of years. Patronage on local train services across Devon and Cornwall has grown by 91% over the decade from 2001 to 2011. It is anticipated that passenger growth will continue, partly as a result of land use planning policies which will deliver additional residential and employment development close to stations on the Great Western network both in the South West and more generally. Another key element in the context of this franchise is the fact that there will be significant infrastructure investment over the next decade, with completion of the major capacity increase at Reading station; delivery of the Crossrail project, and electrification the main lines from Paddington to Bristol, South Wales, Newbury and Oxford. Electrification will be accompanied by the provision of a new train fleet, the Intercity Express Project (IEP) which is being procured separately by DfT. The IEP train fleet will comprise of electric units which will be the mainstay of express services on the electrified routes, replacing the current high speed trains (HST) on these routes. IEP will also be delivered in ‘bi-mode’ form which will allow trains to run on electric power over sections of route which have been electrified and then to continue on diesel power on the rest of their journey. One of the key principles which must be sought from the franchise is that the train capacity which is provided under the franchise meets the increase in demand which is anticipated as a result of both planning policy and also the switch to rail resulting from local and national transport policies. A further key principle is that the starting point for the new timetable should be the level of services being operated at present. The present timetable is significantly more extensive than the original specification for the current franchise, and it was hugely disruptive when services were reduced in 2006 as a consequence of moving to the then-new service specification. Such disruption must be avoided this time. There are many stakeholders involved in the Great Western Franchise, given its significant geographical extent. There is a risk, if all stakeholders respond to DfT independently, that they would receive a great volume of advice which turned out to be contradictory and difficult to process. The County Council has therefore sought to explore the scope for common ground with other authorities in the South West Peninsula, through discussions with Cornwall, Plymouth, Torbay and Somerset; Exeter City Council and Community Rail Groups together with Travel Watch South West and Business Representatives. These discussions have suggested that there is indeed scope for a common objective in discussions with Department for Transport, as detailed below in relation to the various train service groups provided under the Greater Western Franchise. 4. Main Line Services to Paddington During the period of the new franchise significant enhancements will be delivered in services to Bristol and South Wales, through electrification of these routes. Also, in the broader national context, major improvements are expected in services between London, the Midlands and North, through the High Speed 2 proposals. Hence, there is a significant risk of the South West Peninsula being placed at a relative disadvantage unless improvements are made to the mainline Great Western Services from the South West Peninsula to Paddington. A key South West objective is therefore for faster journey times, together with trains which meet the needs of business and leisure travellers, in terms of comfort, wi-fi, etc. It is important to note that the objective is not just to get people from the South West up to meetings in London quicker, but also to enhance the South West as a business destination by faster journey times from London, and by a range of services out of Paddington that enables people to do a full day’s meeting in the South West at locations such as Taunton, Exeter and Plymouth. This means earlier arrivals from London than at present and later departures. Similarly, the South West is an important tourist region, and therefore it is important that the train services cater adequately for recreational journeys to Torbay, South Devon and Cornwall both in terms of arrival and departure times and the adequacy of the train accommodation. It is felt that faster journey times can be achieved from the start of the franchise through adjusted stopping patterns, ideally the omission of intermediate stops between Taunton and Reading. It is believed that timings could be further improved incrementally through the duration of the franchise, as a result of track and signalling improvements together with extensions of electrification beyond the currently planned termination point at Newbury. In addition to an hourly fast service, which would probably be operated by refurbished High Speed Trains, it is felt there should be a second hourly service between Paddington and Exeter, this to run as a ‘semi-fast’ calling at intermediate locations such as Westbury. DfT’s indicative train plan for the IEP includes the operation of such services, but not a complete hourly template throughout the day. It is suggested that a number of these services might be extended to Torbay, giving direct connections between Torbay and Paddington. 5. Intra-Regional Services An hourly fast train from Cornwall to Paddington, as set out above, would give reduced connectivity for destinations particularly in Cornwall, and it is therefore suggested that this mainline service should be complemented by an hourly stopping service between Exeter and Penzance. At present there are some trains which fulfil this function, but not a complete hourly pattern. A similar principle should be adopted on the route between Exeter and Bristol, as at present the regular stopping service from Bristol only goes as far as Taunton, leaving the gap between Taunton and Exeter to be covered by mainline services: these services should go through to Exeter St David’s. 6 Local Train Service – The Devon Metro Network Over the past decade the County Council has worked closely with the rail industry to develop a consistent pattern of services on the routes radiating from Exeter to Exmouth, Torbay and Barnstaple, and this has resulted in impressive year on year growth in passenger numbers. In the past 5 years patronage on the Barnstaple line has risen by 59%, and on the Exmouth line by 29%. These increases have, in turn, given rise to capacity problems which have been mitigated to an extent through the securing of additional rolling stock. The current service pattern, which has been improved during the current franchise with additional train services supported both by First Great Western and by Devon County Council is two trains per hour between Exeter and Exmouth, an hourly service between Exeter and Barnstaple, and an hourly service between Exeter and Paignton. The Great Western Route Utilisation Strategy, prepared by Network Rail and adopted by the rail industry, supports the provision of two trains per hour between Exeter and Paignton. The existing infrastructure can support a two trains per hour service and it should be a clear objective of the new franchise to provide sufficient rolling stock for this to be operated from the start of the franchise. In addition to these services, the new franchise offers the opportunity to develop regular services between Exeter and Okehampton, where at present there is just a summer Sunday service operated by First Great Western on behalf of Devon County Council and to provide additional trains between Exeter and Axminster where there are significant gaps in the local train service within East Devon that South West Trains operate.
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