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Dft Consultation Cumbria County Council and Cumbria Local Enterprise Partnership Response to Department for Transport/Rail North Consultation: TransPennine Express Rail Franchise and Northern Rail Franchise 1.0 Introduction 1.1 Cumbria County Council and the Cumbria LEP welcome the opportunity to respond to the stakeholder consultation for the replacement of the TransPennine Express and Northern Rail franchise. 1.2 This response sets out our shared view on the critical role that rail plays in connecting people, places and business within and beyond the county and our “asks” of government. It also responds to the detailed questions posed in the consultation document. 1.3 We are clear that the right rail infrastructure will help us drive forward economic growth within Cumbria - as well as enabling Cumbria to deliver on the government’s own nuclear and growth agenda. 1.4 Our aspirations for job creation and growth in the advanced manufacturing sector, achieving nuclear and energy excellence, maximising our vibrant rural and visitor economy and supporting the strategic connectivity of the M6 corridor will not be achieved if the rail offer in the county is not strong enough. 1.5 Cumbria needs a first class rail network that is fit for purpose and comparable with networks across the country. Key to this is the need for investment led franchises, rather than the ‘steady state’ nature which the previous Northern franchise was let. 1.6 Cumbria County Council and the LEP are not satisfied with the current level of service provision or of the quality of Northern rolling stock. These are totally inadequate in a modern economy and are no longer acceptable for the people, economy and reputation of Cumbria. 1.7 The County Council and LEP are strongly supportive of expanded service levels and investment in higher quality and greater capacity of rolling stock as a means of driving growth, reducing overall costs and reducing reliance on the car. 1.8 Through this response we ask that government ensures: a) Franchises are future proofed so they can accommodate future growth and are flexible; b) The necessary investment is made to ensure high quality rolling stock to incentivise rail travel; c) Increased connectivity for Cumbria through the electrification of key lines; and 1 d) More frequency and capacity of passenger services on the Cumbrian Coast Line. 1.9 Our specific asks are: a) A full line length Sunday service on the Cumbrian Coast Line; b) Increased frequency and capacity of passenger services on the Cumbrian Coast Line which will ensure that rail is a viable commuter option that supports the movement of large numbers of Sellafield staff and for those being relocated off site to local town centre locations; and has the potential to support the 8 year construction of a new nuclear power station in West Cumbria and future on site employment (21,000 jobs during the 8 year construction between 2018 and 2026 with a peak on-site employment of around 6,000); c) Investment in the Furness and Lakes Line including the maintenance and enhancement of direct services to Manchester International Airport (MIA), the provision of high quality rolling stock, journey time improvements and electrification of the lines; d) Maintenance and enhancement of direct services to MIA on the Anglo-Scottish route; e) An increase in line speeds on the West Coast Main Line through Cumbria to enhance the connectivity of the county and complement HS2 developments; f) Investment in rolling stock that would support the growth in tourism and travel to work markets; g) Investment in station facilities and access arrangements including the need to upgrade key interchange stations at Carlisle, Barrow, Oxenholme and Lancaster; and h) Commitment to longer term financial and operational support for the CRPs and Development Companies. 1.10 A reduction in services, fewer calls at low use stations, reduced staffing levels or station facilities would not be acceptable to the County Council and LEP in this climate of growing demand. 1.11 The county needs more investment in rail, not less, to ensure we have the right infrastructure in place as an equal partner of the north given the broad range of benefits that rail can offer in securing better outcomes for individuals, communities and business in Cumbria and beyond. Responses to consultation questions 2.0 TO1: What are your views on increasing below-average fares over time to levels typical on the rest of the network in order to improve the frequency, capacity and quality of local services? Do you have any evidence to support your views? 2.1 Whilst it is appreciated that alterations to fares are an integral part of the new franchise system, the rationale for any increases must be to incentivise train travel and encourage travel to work alongside supporting wider strategic policy objectives - primarily the imperative need for Cumbrian economic growth. 2.2 Cumbria County Council and the Cumbria LEP oppose any consideration of fares increases until there is a clear demonstration of a service level improvement. 2.3 Our ask of government therefore is that any increased fares levels are phased in and must be balanced by a clear programme of service quality, capacity and timetabling 2 improvements in Cumbria. These improvements need to reflect the needs of the community, of business and of the economy. The timings of increases must be carefully considered and a programme of engagement and marketing implemented. 2.4 This is evidenced through recent stakeholder engagement where there was recognition by stakeholders of the importance of revenue yield but also strong lobbying for accompanying service quality, capacity and connectivity improvements. 2.5 There is learning from the role that advanced purchase tickets and railcards, such as the Dales Card, can play as an effective means of increasing rail use and keeping fares reasonable for frequent users. 2.6 It is also crucial that the franchisee address other factors including: a) measures that enhance revenue collection; b) measures to reduce high levels of fare evasion as noted in the Northern prospectus; and c) recognising the unique characteristics of community need along the railway and the impact fare increases may have. 3.0 TO2: What are your views on giving priority to improving the quality of the Northern rolling stock at the expense of some reduction in lightly used services (e.g. fewer calls at low-use stations)? Do you have any evidence to support your views? 3.1 Cumbria County Council and the LEP are not accepting of the poor quality of Northern rolling stock which neither satisfies current customer expectation nor incentivises an increase in demand. This view was endorsed at a recent community stakeholder engagement event. 3.2 The average age of Northern rolling stock in 2012/13 was 24 years old; an increase of 5 years from 2007/8. This has contributed to the poor National Passenger Survey scores experienced across the Northern network. 3.3 Our ask is that the introduction of new electric rolling stock and the upgrading of cascaded rolling stock is a priority for the new franchisees as a means of driving footfall. The current TPE franchise reflects the growth which can be achieved under an investment led agreement, and the County Council and LEP expects this minimum quality standard to be replicated across the network. 3.4 A reduction in stopping patterns in Cumbria would be highly detrimental due to local social and community demands. Rather than a reduction in service, we want to see closer partnership working between the franchisees, the LEP, the County Council, the CRPs and local groups to drive passenger growth, and therefore fare box revenue, which will warrant the investment in higher quality rolling stock. 3.5 The reason for this view is due to the importance of the railway in supporting economic wellbeing and social cohesion across the county. Remote areas may have low footfall counts, but rail is an essential lifeline for those populations. The issue of poor access to key services in remote areas is well documented (British Medical Association, Healthy Transport = Healthy Lives, 2012) and rail can help to provide the access needed. 3.6 The county has greater levels of deprivation in terms of geographical barriers to services compared to many other areas (Indices of Multiple Deprivation 2010) with 3 one area in the county (Eden) being the most deprived in England in terms of geographical barriers to access. 4.0 TO3: What are your views on allowing some reduction in the hours ticket offices are open and staffed if this is accompanied by the ability for passengers to have widespread access to ticket buying opportunities (e.g. through new and improved approaches such as smart ticketing, increased advance purchase ticketing or via mobile phones), adequate measures to ensure vulnerable passengers are not disadvantaged and more effective customer service by both station and on-train staff? Do you have any evidence to support your views? 4.1 There are already less than 10 staffed ticket offices across the Northern and TPE network within Cumbria. These stations are essential gateways to our communities and act as vital community hubs. Recent stakeholder engagement recognised the importance of staffed ticket offices and of the need to maintain and expand the customer offering. 4.2 The County Council and LEP are therefore of the view that there is a critical need to retain staffed ticket offices to provide a quality service experience and resilience for the whole of the travelling public, whilst supporting revenue protection initiatives. The lack of customer information screens across Cumbria further underpins the important role of these few staffed stations. 4.3 The County Council and LEP propose that staffed ticket offices be developed as community hubs to provide an enhanced range of local services.
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