Cumbria County Council and Local Enterprise Partnership Response to Department for Transport/Rail North Consultation: TransPennine Express Rail Franchise and 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 .

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 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 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 , 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. Outstanding exemplars of how stations can evolve are and Appleby, where the respective CRP and Development Company have been instrumental in their success.

4.4 Cumbria County Council and the LEP acknowledge the opportunities offered by innovative ticketing technologies, with the County Council currently supporting the use of smartcards on local bus services. An innovative approach for rail services which complements those of local bus and ferry services would be warmly welcomed i.e. multi-modal ticketing.

5.0 COM1: How can local communities, local businesses and other organisations be further stimulated to play an active part in the running of Northern and TPE rail services, including at stations?

5.1 In Cumbria there already exists a dynamic relationship with local stakeholders and CRPs and the intention is to continue this engagement. These organisations provide the key focal point for involving local communities, businesses and groups in their local line. Opportunities exist for enhanced engagement through Chambers of Commerce and Growth Hubs.

5.2 The County Council and LEP are strongly supportive of CRPs, Development Companies and community groups – and recognise them as lead organisations for the delivery of station improvements, especially where it secures staffing at stations.

5.3 Our view is that there is a need to strengthen the role of CRPs and Development Companies with committed funding through the Invitation to Tender (ITT) process throughout the course of the franchise to support:

a) closer partnership working with the franchisee to enable the CRP to have greater involvement with the operational elements of running the franchise; and

4 b) the utilisation of external funding sources available to CRPs and other community groups to lever in additional capital for station enhancements.

5.4 The Transport Select Committee report, Passenger Transport in isolated communities (2014), highlights the important role of CRPs through asking the DfT to provide ring-fenced funding to reinforce the sector.

5.5 There is a need to define and scope the role of a Community Business Unit which will harness a localised management approach on behalf of all local organisations. Should this concept be progressed, appropriate levels of funding must be made available.

5.6 Whilst local authorities are under increasing financial pressures, they are nevertheless an influential partner and have access to a number of funding opportunities which benefit the development of stations and services. The ITT therefore must incorporate sufficient levels of funding for an agreed programme of station improvements.

5.7 In terms of an active role in running stations it should be recognised that many Northern Rail stations still do not have the basic facilities expected by passengers such as:

§ Customer Information Screens; § Public address systems; § Passenger help points; § Good information displays; § Ticket Vending Machines (TVMs), which can help prevent ticketless travel; § Adequate car and cycle parking facilities; and § Modern well lit passenger waiting shelters with seats.

5.8 Achieving these minimum standards through investment at stations is a high priority for Cumbria and will help incentivise train travel, particularly journeys to work.

6.0 COM2: What opportunities are there for Community Rail Partnerships to expand their role and range of activities?

6.1 The need to strengthen the role of CRPs is fundamentally important to ensure that their role as an ambassador for community groups and businesses to interact with the rail industry is sustained. Key to this is the requirement for longer term financial security for the CRPs, and the provision of regular basic information from the franchisee in order to monitor progress and success of their initiatives.

6.2 In view of the major developments scheduled for the Cumbrian Coast Line, including the largest private sector investment in Europe, the new franchisees have a clear opportunity to work with the County Council and Cumbria LEP to explore the opportunity for developing a Community Business Unit approach. Any such approach must be supported by a dedicated manager and allow the franchisee, the CRP and to work proactively together in respect of operational responsibilities and project delivery.

6.3 Nationally, CRPs have been instrumental in driving increased footfall and passenger fares revenue. Locally, the CRPs have been highly effective within Cumbria, for example, creating employment through helping establish a social enterprise at Millom, delivering community art schemes on the Lakes and and supporting station adopters including those at recruited from local

5 communities. We see CRPs as the key organisations for delivering and supporting the aspirations included in the County Council Vision documents for the Cumbrian Coast, Lakes and Furness Lines.

7.0 TPF1: Are you aware of any proposals for third-party funded changes not already indicated? Please provide details.

7.1 Both Cumbria County Council and the LEP are resolved to see better rail services in the county.

7.2 In view of the unprecedented expansion in the nuclear industry, including developments at Sellafield and Moorside, the LEP is investing £4.8 million of Devolved Major Transport Scheme Funding into station hubs at and on the Cumbrian Coast Line. These hubs identified as Local Transport Body priorities are due for completion during 2015/16 and will deliver increased car parking capacity, whilst improving pedestrian and cycling facilities.

7.3 This investment is a demonstration of the local commitment to increase rail use and now must be complemented by investment from the franchisee in improved service levels, capacity and quality.

7.4 The LEP and Cumbria County Council, in partnership with the National Park Authority, have been successful in a bid to the Department for Transport for £1m revenue funding from the Local Sustainable Transport Fund (LSTF) for 2015/16; this being part of the Local Growth Fund settlement. This project will focus on the development of key gateways into Cumbria and the Lake District National Park including Penrith, Oxenholme and Carlisle railway stations and will improve access to important visitor destinations.

7.5 The £1m from the LSTF fund will also unlock over £2m private investment into the county’s transport network. This local investment by partners to develop sustainable transport connectivity between the key gateways and main visitor destinations, including the Lake District National Park and the Hadrian’s Wall World Heritage Site, must be complemented by the franchisee providing high quality rail services. The CRPs will play a key role in promoting these schemes, as the Lakes Line CRP and partners have already done with the Go Lakes Travel programme for promoting Windermere as a station hub.

7.6 In terms of other activity, a recent LSTF bid to provide a pilot Sunday service on the Cumbrian Coast Line, supported by 3rd party investment, was unsuccessful and this was disappointing. Initial studies have also been undertaken with a view to reopening Gilsland Station on the . This would provide vital accessibility to the Hadrian’s Wall World Heritage Site.

8.0 FID1: What factors may impact on demand for travel on the new Northern and TPE franchises? Please provide evidence.

8.1 The future demand for travel will be driven significantly by the priorities in the Cumbria LEP Strategic Economic Plan (SEP) and supporting investment. The SEP sets out a 10 year plan to drive economic growth in Cumbria - with four strategic priorities which will require support from the future rail franchise companies. The priorities are set out below:

6 Advanced Manufacturing Growth:

8.2 Investment proposals from major international blue chip companies will see 3,000 jobs created in the Barrow and areas including £350 million investment from GSK in Ulverston creating 300 jobs, and £300 million investment at Barrow shipyard creating 1,000 construction jobs with an increase in workforce by a further 2,000 over the next 3-4 years.

8.3 This growth reinforces the critical need for investment in the Furness Line including the maintenance and enhancement of direct services to Manchester International Airport (MIA), a more regular timetable, provision of high quality rolling stock, journey time improvements and, longer term, electrification of the line.

Nuclear and Energy Excellence:

8.4 In progressing with this priority Cumbria will see:

a) The transfer of Sellafield staff to town centre locations e.g. c.1,000 office based employees to Albion Square, , with similar relocations anticipated in coming years (A recent Albion Square Staff Travel Survey indicates 10.5% of staff will travel by train based on the current service provision).

b) The delivery of over 3,000 new jobs in West Cumbria and around 7,000 construction jobs over the next 10 years.

c) Progressive plans for a new nuclear power station at Moorside in West Cumbria, creating up to 21,000 jobs during the 8 year construction (between 2018 and 2026) with a peak on-site employment of around 6,000.

d) The increasing role of ports, in particular the Port of Workington, in supporting these growth areas.

e) Committed investment of £4.8 million by the Local Transport Body for Maryport and Workington station hub developments.

8.5 Significant investment in the Cumbrian Coast Line is essential to ensure the delivery of this priority. In particular, there is a need for services and capacity to support major business needs, and infrastructure investments including station upgrades, re- signalling, passing loops i.e. , and, longer term, electrification of the line.

A Vibrant Rural and Visitor Economy:

8.6 To deliver on this priority there are plans to:

a) Accelerate growth in visitor expenditure by £525 million to more than £2.6 billion, creating 7,600 new full time jobs by 2024.

8.7 Supporting the growth in tourism requires significant investment in the rolling stock quality (including the need for appropriate luggage space and internal and external cleanliness) and services within and beyond Cumbria.

8.8 Connectivity improvements to MIA, as an international gateway, and to the West and East Coast Main Lines will be critical in supporting this SEP priority through attracting

7 greater numbers of international visitors to Cumbria (International visitors are worth £68 per person per night, compared with £54 for a domestic visitor).

8.9 The provision of station information targeted specifically at international visitors will play a key role in supporting this market.

Strategic Connectivity of the M6 Corridor:

8.10 The focus of this priority is for:

a) Planned housing developments which will deliver 10,877 new homes by 2025. b) Carlisle, Penrith and Kendal are the principal settlements and focus for growth.

8.11 The West Coast Main Line (WCML) is critical to the economic wellbeing of the county offering excellent inter-regional links. Retention of high quality rolling stock and continued improvements to the services between these settlements are needed alongside the ending of “skip-stopping” stations. The need to increase line speeds on the WCML through Cumbria is critical to enhance the connectivity of the county and complement HS2 developments.

8.12 Other key considerations that may impact on demand for travel are:

a) The significant housing/mixed use developments across the county at key railway locations e.g. Whitehaven, Dalston and Bootle. b) The pressing need to address significant traffic congestion associated with travel to work at Sellafield and to create capacity for nuclear new build related journeys to a site immediately adjacent to the Sellafield site. c) The need for the people of Cumbria to have access to the wider rail network given that key services in Cumbria are less accessible than elsewhere in England (DfT released accessibility statistics for England, 2011).The distances to access key services is therefore significant i.e. demand for travel from West Cumbria to the Metrocentre and Newcastle; Barrow and South Lakeland to Lancashire and Manchester. d) The strategic importance of rail as providing a resilient transport network. e) The high cost of car ownership for the younger generation which has instilled a culture of rail use for future generations. f) The considerable tourism potential e.g. and Eskdale Railway (c.120,000 visitors p.a.) and Muncaster Castle (c.80,000 visitors p.a.), award winning beach at , Whitehaven and Workington as the start of the Coast to Coast Cycle route. g) the current programme of reductions in local authority contributions to scheduled bus services increases the importance of rail in many areas.

8.13 It should also be noted that the Cumbria Business Survey 2013 identified that the current rail network and rail access are perceived as significant barriers to business performance and efficiency.

8.14 Our ask is that improved flexibility and change mechanisms must be built into each ITT and Franchise Agreement to allow train services to cater for developments.

8 9.0 DTD1: What are your proposals for providing passengers better and safer access to different modes of transport at stations (including bus, tram, cycling and walking?)

9.1 Partners in Cumbria are committed to providing an effective transport network. Key to this will be the need for access improvements to railway stations.

9.2 Cumbria County Council, as the Highways and Transport Authority, is developing infrastructure delivery plans to support delivery of Local Plans. A key aspect of this includes sustainable transport packages to support use of rail as well as cycling and walking.

9.3 The Cumbrian Coast, Lakes and Furness Line Vision documents highlight the key proposals associated for each line.

9.4 The LTB is currently investing £4.8 million in developing Maryport and Workington railway stations as transport hubs. These hubs will deliver increased car parking capacity, whilst improving pedestrian and cycling facilities during 2015/16. Demand is forecast to increase by 10% on current levels, subject to complementary service improvements. Similar schemes are being progressed for Corkickle and Whitehaven (Bransty) railway stations.

9.5 Working together, the County Council and Lake District National Park Authority obtained LSTF funding to support the Go Lakes Travel programme. This has been instrumental in promoting sustainable transport to and within the county. It focusses on visitors but also benefits the local economy.

9.6 The recent success of a further LSTF bid for 2015/16 will focus on the development of key gateways into Cumbria and the Lake District National Park. The £1 million from this LSTF fund will also unlock over £2 million of private investment into the county’s transport network. The new franchisees must continue to build upon the successes of this work through partnership working with local stakeholders and complement these local investments with high quality rolling stock and services.

10.0 DTD2: How do you suggest your proposals to improve the door-to-door journey experience might be funded?

10.1 Key funding sources include: Local Growth Funding; European Structural and Investment Funding (sustainable transport); NuGen / Britain’s Energy Coast; Developer Contributions; County Council Local Committee funding.

10.2 Other specific funds include: National Station Improvement Programme; Access for All funding; Local Sustainable Transport Fund; and Cycle funding.

10.3 These funding streams are supported by the Campaign for Better Transport report, Fixing the Link – Making good the walking route from station to town centre (2013).

10.4 The LEP, through the LTBs, manage a programme of investment in infrastructure to support economic growth, including that of devolved major transport scheme funding and other funding allocations. The County Council will continue to work with the LTB to ensure a holistic approach to integrated transport provision.

10.5 The County Council will work with the District Councils and National Park Authorities to decide appropriate levels of developer contributions to maximise the use of public

9 transport, walking and cycling for new developments as set out in Moving Cumbria Forward: Cumbria Transport Plan Strategy 2011-2026 .

10.6 The LEP and Cumbria County Council are also keen to explore further opportunities through the LSTF process.

10.7 The promotion of sustainable transport is a critical part of developing a healthier society. The County Council and LEP stress the need to explore cross-departmental funding opportunities which support wider Government objectives such as health and wellbeing. Cumbria has significant problems of childhood obesity with higher levels than the national average (Cumbria Joint Strategic Needs Assessment, 2012). The British Medical Journal Healthy Transport = Healthy Lives (2012) report highlights the role of transport in promoting healthier lifestyles.

10.8 In addition, there are a number of initiatives which could be developed at minimal financial cost and involve CRPs, Rail User Groups and Station Adopters:

a) Encouragement of ambassador schemes to provide advice, way marking and onward travel advice to passengers; b) Maintaining up to date and user friendly social media options e.g. websites, interactive mapping; c) Marketing and promotional campaigns; and d) Exploring wider funding sources and partnership working as endorsed by the ATOC Cycle Rail Toolkit (2012).

11.0 TPE1: What are your views on the degree of flexibility proposed for the train service specification for the new TPE franchise? Do you have any evidence to support your views?

11.1 A degree of flexibility is accepted, however, it is on the condition that a minimum service level is agreed in the specification. For Cumbria, it is imperative that as a base, there must be no reduction in the current service offering. This must include the maintenance and enhancement of direct services to MIA supported by increased levels of rolling stock capacity. Cumbria is remote from the regional airports of the north, those links which the county does have therefore must be secured to support the attractiveness of Cumbria as a great place to do business, work and live.

11.2 The specification must see the elimination of skip-stopping of services through Penrith and Oxenholme to ensure connectivity regionally and locally. The current skip-stopping arrangements, recognised as an issue by local stakeholders, dis- incentivise train travel between key service centres. This aligns with the SEP priority; strategic connectivity of the M6 corridor.

11.3 Furthermore, it must be stressed that there is a need to develop complementary services across all Train Operating Companies. A timetable which delivers regular services with integrated connectivity is crucial to driving growth and opportunity.

11.4 It is envisaged that the local stakeholders including the CRPs will play a key role in delivering an effective community focused service specification, and must be meaningfully engaged to develop this.

10 12.0 TPE2: Where, if anywhere, would you like to see any changes to first and last trains on the TPE network and why? Do you have any evidence to support this?

12.1 There should be no reduction to the current service provision and the following enhancements to the existing service are a priority for Cumbria:

WCML

12.2 Later departures both north and southbound as the current departures are too early to support the night time economy, both locally and regionally, and the international visitor market which operates on a 24 hour 7 day basis. (Currently the last northbound departure from MIA is 20:00 Mon-Fri, 18:00 on Sat/Sun. Last southbound departure on Sat/Sun from Carlisle is 19:34).

12.3 Additionally, services do not always call at all Cumbrian stations. Improved stopping patterns are needed to support the strategic connectivity of the M6 corridor.

Furness Line

12.4 In addition to the current service stipulation, the following are needed:

a) A first arrival in Barrow between 06:30 and 07:00 to support the manufacturing sector in particular. b) A first departure from Barrow to provide a through service to MIA to arrive by 07:30 to support regional employment opportunities and international visitor demand. c) A last departure from Manchester between 22:30 and 23:00 to support social inclusion and mobility.

12.5 The Furness Line report, 2014, highlights the need for a standardised timetable with a regular hourly local service calling at all stations supplemented by faster regional services on a standard two-hourly pattern to MIA. These improvements will be instrumental in supporting the 3,000 jobs which are to be created in the Barrow and Ulverston areas, alongside those jobs related to nuclear developments at Sellafield and Moorside (identified in 8.4).

Lakes Line

12.6 A longer traffic day is needed for services between Windermere and MIA and the introduction of a seven day per week timetable. This would support the SEPs plans to create 7,600 new full time tourism jobs, whilst supporting the growth in visitors (forecast to grow nationally by 4% per annum through to 2025, Deloitte, 2013) in addition to that expected should a bid for World Heritage status for the Lake District National Park be successful.

12.7 The maintenance and enhancement of direct services between Barrow/Windermere to MIA are needed to support the delivery of strategic economic growth priorities for Cumbria as MIA is a significant gateway which benefits the Cumbrian economy. This is evidenced by the Manchester Airport Ground Transport Plan, part of the Manchester Airport Master Plan to 2030, which identifies the rail network as a priority for the passenger access strategy. The Plan highlights the need for increased frequencies, longer operating hours and new destinations on the key corridors.

11 13.0 TPE3: Where, if anywhere, would you like to see any changes to weekend trains on the TPE network and why? Do you have any evidence to support this?

13.1 For Cumbria, improved levels of Sunday services along the Lakes, Furness and WCMLs, ideally mirroring Saturday service levels, are needed to support increasing weekend travel demands e.g. tourism, further education.

13.2 Cumbria has a strong visitor economy with 38 million visitors in 2012 (8% from overseas) generating £2.1 billion of expenditure for the county’s economy.

13.3 One of the county’s priorities is the need to accelerate growth in visitor expenditure so that it increases by some £525 million by 2024. This is supported by CRP plans to work closely with Cumbria Tourism to promote the holiday, short breaks and days-out markets and further endorsed by Cumbria Tourism who seek to attract more overseas visitors to Cumbria.

14.0 Please note no responses are provided to the following questions: NTP1, NTP2, NTP3, NTP4, NTP5, NTP6, STP1, STP2, STP3, STP4, STP5

15.0 NW1: What factors do you consider should be taken into account in the assessment of the North West remapping options for Blackpool North, Windermere and Barrow-in-Furness services? What evidence do you have in relation to any of these options?

15.1 “The upgrading and electrification of the Furness Line together with its rolling stock and stations is a crucial step in attracting more overseas visitors to Cumbria. International visitors arriving at Manchester Airport will expect fast, comfortable and unbroken links into Morecambe Bay, The Lake District and West Cumbria: ideally it should also be linked into a new Sunday service up the west coast of Cumbria.

Without this investment the irregular, overcrowded and disjointed rail services on the Furness Line will deter both domestic and overseas travellers; instead they will either choose to come by car or go elsewhere which will be damaging for the area’s environment and its economy.” – Cumbria Tourism/LEP, 2014

15.2 This quote emphasises the essential outcome of assessing remapping options in Cumbria is to ensure that the current service offering is seen as a minimum baseline.

15.3 It is also important to support delivery of the economic priorities for Cumbria as described in the Strategic Economic Plan. Critically for the Lakes Line, this alignment would be support the need for a Vibrant Rural and Visitor Economy, whilst for the Furness Line this would be to support Advanced Manufacturing Growth, with links to Nuclear and Energy Excellence.

15.4 Enhanced rail services are essential in securing the economic growth within the Furness peninsula from investment by blue chip companies including BAE Systems and GSK. Direct connectivity to Manchester International Airport and regular connections for London are essential for operation of these businesses.

15.5 Key factors to take into account in the assessment of remapping are:

a) current passenger numbers. b) market drivers on each line.

12 c) multiple deprivation levels (Barrow is the 14th most deprived district in England in terms of employment identified in English Indices of Deprivation 2010). d) electrification of the Lakes Line and opportunity for the installation of a passing loop to double capacity. e) service pattern including the number of through-services. f) connectivity to destinations including Manchester, Liverpool and London. g) rolling stock capabilities e.g. opportunities for bi-mode trains and innovative solutions such as the coupling of DMUs to EMUs to ensure through services. h) current high quality of rolling stock and station facilities of the TPE services/stations. i) anticipated increase in demand associated with the tourism, manufacturing and nuclear developments, and wider economic growth potential.

15.6 The Lakes and Furness Lines are fundamental in supporting the tourist economy within Cumbria. As identified in the SEP, Cumbria has a strong visitor economy with 38 million visitors in 2012 (8% from overseas) generating £2.1 billion of expenditure for the county’s economy and providing 31,200 FTE jobs (STEAM tourism data 2012). Forecasts for the tourism sector indicate growth nationally of 4% per annum through to 2025 (Deloitte, 2013). Research by Cumbria Tourism shows that 20% of overseas visitors use rail to access the Lake District National Park. The current use of BritRail passes underestimates demand for through services.

15.7 The SEP identifies this visitor economy as presenting significant growth potential with improving the movement and accessibility to the county being critical to accommodate international visitor needs. Improved rail connectivity will be fundamental in supporting this SEP priority.

15.8 The Go Lakes Travel programme has been highly effective in capitalising on the current high quality of train service on the Lakes Line. This demonstrates the need for further investment, especially the need for single ticketing.

15.9 Infrastructure investment is vitally important to maintain and enhance the economic attractiveness of the area. Maintenance of through services to MIA will play an essential role in supporting Cumbria’s strategic economic priorities, and is further evidenced by the Network Rail Regional Urban Market Study (2013).

15.10 The Cumbria Better Connected Campaign which involves representatives from a cross section of public and private organisations in Barrow and South Lakeland commissioned an economic study for the Furness Line. This report concluded that:

a) The current service pattern fails to meet the needs of many user groups; b) There is a need for a standardised timetable with a regular hourly local service calling at all stations supplemented by faster regional services on a standard two-hourly pattern to MIA; and c) The progression of the case for inter-working between the Class 185s and the forthcoming build of new “inter-city” EMUs for TPE in 2017 to enable maintenance of through services to MIA.

16.0 NW2: What factors do you consider should be taken into account in the assessment of the Barrow and Windermere connectivity options? What evidence do you have in relation to any of these options?

16.1 The current service offering must be retained as a minimum baseline. Factors which must be taken into consideration are:

13 a) The role the Lakes Line plays in supporting the Vibrant Rural and Visitor Economy, and the role of the Furness Line in supporting Advanced Manufacturing Growth, with links to Nuclear and Energy Excellence. b) the current provision of 5 services between MIA and Barrow-in-Furness. c) current passenger numbers and anticipated increase in demand associated with the tourism, manufacturing and nuclear developments, and wider economic growth potential. d) current market drivers/journey purposes on each line. e) potential inward investment and economic regeneration opportunities - impact on the attractiveness of the area to do business (i.e. BAE systems, GSK, Sellafield) and international brand recognition (i.e. international branding of the Lake District). f) passenger expectation and impact of changing trains on willingness to travel (a change of train is estimated to lead to a 17% reduction in passengers). g) impact of car parking at interchange stations. h) current facilities and access arrangements at Oxenholme, Lancaster and Preston, and staffing levels to support customers. i) exploration of innovative solutions such as coupling DMUs to EMUs.

16.2 As noted in the prospectus for the TPE and Northern franchise, the Government is committed to improving the transport system in the north of England to support economic growth. South Lakeland, Barrow and West Cumbria should be able to benefit from this commitment given the contribution they can make to the national, regional and local economy.

16.3 The Lakes Line Rail User Group has conducted surveys of passenger usage on the line since 2002. Their findings have shown that passengers prefer through services. The key market for the line is tourism, with significant numbers being international visitors. Services through to Manchester International Airport are critical to support this market.

16.4 The County Council and LEP disagree with the comment within the consultation (5.31) that “most long distance passengers travelling to/from Windermere are connecting with long distance services on the WCML at Oxenholme ”. This suggests that the market to MIA is minimal. As evidenced by passenger surveys undertaken by the Lakes Line Rail User Group, this is not the case.

17.0 NW3: What factors do you consider should be taken into account in the assessment of the options for Anglo-Scottish services? What evidence do you have in relation to any of these options?

17.1 The current service offering must be a minimum baseline for the Anglo-Scottish services in Cumbria. Any assessment of options must begin from this starting point. Factors which must be taken into consideration are:

a) The alignment of this matter with the Strategic Connectivity of the M6 Corridor which is critical to unlocking the economic potential of East Cumbria. Key to achieving this will be sustainable transport access and connectivity improvements. b) The Borderlands report (2013) which highlights the importance of rail infrastructure in the Borders region. Carlisle’s Travel to Work Area and functional economic areas extends well into South West Scotland. These highlight the essential need to strengthen Carlisle’s role as a regional hub of rail based activity including optimising connectivity.

14 c) The elimination of skip-stopping of service patterns on the WCML at Penrith and Oxenholme. Skip-stopping reduces the attractiveness of train travel between key service centres regionally and locally. d) Interchange facilities and connection times at Carlisle for services on the Cumbrian Coast, Settle-Carlisle, Tyne Valley and Glasgow South Western Lines; Oxenholme for services to Kendal and Windermere; and Lancaster for services to Barrow.

17.2 Further improvements are needed to the service offering including services to Liverpool, however there should be no degradation of services to MIA.

17.3 Connectivity enhancements align with a number of the Cumbria SEP themes, and with the Liverpool LEP objective to develop transport infrastructure with improved connections to core cities.

18.0 NTSR1: Please indicate, with evidence where available, where passengers would be better served, and revenue increased, by:

Reducing the number of calls at low-use stations?

18.1 Passengers in Cumbria would not be better served by a reduction in calls at low-use stations because of the critical role that railway stations play in remote communities. Whilst a station may have low footfall, its contribution to the local economy and society will be significant.

18.2 Rail use is anticipated to increase as a result of the phased withdrawal of scheduled bus services currently supported by Cumbria County Council; there is therefore an overwhelming need for reliable stopping services on community lines. This was evidenced by recent stakeholder engagement.

18.3 It is proposed that CRPs should be encouraged to drive growth in footfall through local community input, supported by options for increasing stopping patterns and service frequencies.

Increasing frequencies on busier sections of routes or at busier times?

Cumbrian Coast Line

18.4 There is an unquestionable need for an increase in frequencies, and capacity, on the Cumbrian Coast Line to support the burgeoning developments along Britain’s Energy Coast. This is reflected by the Cumbria Business Survey 2013 which identifies the rail network and rail access as perceived significant barriers to business performance and efficiency, notably a higher concern in Copeland (24% of respondents). It is therefore essential that Central Government policy supports the need for better infrastructure on the Cumbrian Coast Line. This would include resignalling, passing loops at St Bees and, longer term, electrification of the full line.

18.5 The current timetable and unit capacity in no way caters for the existing demands, let alone additional demands. Currently only three units travelling from the north (with a seating capacity of c.210) on a less than hourly timetable provide for a workforce of approximately 10,000 employees.

18.6 The Network Rail Regional Urban Market Study (2013) recommends an increase in capacity to meet demand through lengthening or increase frequency; meeting the demands of the commuting market to and from Sellafield; and improving services to

15 meet leisure and community needs including later evening services and an all year round Sunday service between Whitehaven and Barrow-in-Furness.

18.7 Cumbria County Council commissioned the Railway Consultancy Ltd. to undertake a study on the Cumbrian Coast Line. The Cumbrian Coast Line report (2014) recommended:

a) increasing peak services to half hourly; and b) implementing a full line length Sunday service between Carlisle and Barrow-in- Furness. Emphasis was placed on the severe hardship which the local communities suffer as a result of this lack of service.

Settle-Carlisle Line

18.8 There is a need for improved frequencies, and strengthening of services, on the Settle-Carlisle Line and the presence of 3 hour gaps in service provision is wholly unacceptable.

18.9 In particular, there is need for an afternoon service departing Leeds at approximately 16:30. Research undertaken by the Friends of the Settle Carlisle Line (FoSCL) indicates demand for this service.

18.10 There is a need for a Saturday evening service between Carlisle and Kirkby Stephen. Research undertaken by FoSCL indicates this service would be sustainable. Longer term, a later evening service should be extended throughout the course of the week to deliver a viable commuter option.

18.11 There is a need for a 5th train service on a Sunday to support the weekend tourism/leisure market.

Tyne Valley Line

18.12 It is imperative that the Tyne Valley Line is enhanced by offering a half hourly service between Carlisle and Newcastle alternating between an express service with an all station stop service. This would support the rural communities, and the visitor market associated with the Hadrian’s Wall World Heritage Site (aligned with the SEP theme of a Vibrant Rural and Visitor Economy), whilst the express services would cater for the end to end journey market. Higher quality rolling stock would be fundamental to growing the market. These improvements are also aligned with the Borderlands report (2013) to deliver connectivity and economic growth benefits in the Border region.

18.13 This is further supported by recent stakeholder engagement and by the Network Rail Regional Urban Market Study (2013) recommendation for an hourly fast service serving major centres with some services continuing to West Cumbria. This recommendation is supported, so long as there is no reduction in the current service offering to small stations.

Lakes Line and Furness Line

18.14 Provision of rail services should be at least to the same standard as currently provided. On the Lakes Line, an hourly service should be provided, longer term this should be half hourly which will require the provision of capacity improvements i.e. a passing loop. On the Furness Line, an hourly all station stop service should be provided, alongside an express service to MIA every two hours. This will be critical to

16 achieving the Vibrant Rural and Visitor Economy priority of the SEP and Cumbria Tourism’s Vision of the Tourism Strategy for Cumbria 2008-2018 .

Speeding-up the service for longer-distance passengers?

18.15 Following recent stakeholder engagement, overwhelming support for reliable, frequent and stopping services on community lines accompanied by appropriate capacity was identified as being of a higher priority than speeding up services. This is further evidenced by The National Rail Passenger Survey Spring 2014 which reinforces the importance of punctuality and reliability on passenger satisfaction levels.

18.16 That said, a Northern Regional Express model would seem an appropriate approach to adopt for lines within Cumbria where there is a need to serve the end-to-end market more effectively alongside that of the local market e.g. Settle-Carlisle and Tyne Valley Lines. Working with Network Rail to secure line speed improvements will be essential for the franchisee to maximise these opportunities.

18.17 This approach already operates on the Furness Line with TPE ensuring regional connectivity, whilst Northern Rail caters for the local market. It is imperative that there must be no reduction in this current service offering.

18.18 The role of the railways in meeting social objectives must not be overlooked. Railways in rural areas are essential for supporting the vitality and sustainability of our rural communities (supported by the BMA Healthy transport = Healthy Lives , 2012). For that reason any proposals for speeding up services should not be at the detriment to providing the current service offering to all station.

Improving connections with other services where there is evident demand?

18.19 It is imperative that enhanced interchange facilities and integration between services must be a key priority for promoting sustainable travel options and connectivity within the new franchises, and must include bus operators at gateway stations. This applies the DfT door-to-door journey agenda (2013).

18.20 The County Council and LEP stress the need to support Carlisle in its role as a strategic hub station. Barrow and Oxenholme also play key roles as important interchange stations within Cumbria (and Lancaster for access to the Furness Line).

18.21 Carlisle Citadel station (with a footfall of over 1.7 million passengers per year) plays a critical role in being the hub of rail based connectivity in Cumbria and South West Scotland. Six routes converge at Carlisle:

a) Cumbrian Coast Line (Carlisle - Barrow); b) Glasgow South Western Line (Glasgow via Dumfries); c) Glasgow/Edinburgh via Lockerbie (via the West Coast Main Line); d) Tyne Valley Line (Carlisle - Newcastle); e) Settle-Carlisle Line (Carlisle – Settle – Leeds); and f) Preston and the South (via the West Coast Main Line).

18.22 The Cumbrian Coast Line report (2014) acknowledges the role of Carlisle as a key interchange station. This is further evidenced by the SEP and by Britain’s Energy Coast – Masterplan for West Cumbria . This Masterplan highlights the priority for timetable connectivity from the Cumbrian Coast Line to the WCML to allow a

17 reduction in overall journey times; a key factor affecting business attractiveness and of economic growth.

18.23 Recent stakeholder engagement highlighted the importance of connections at Carlisle for journeys from the Cumbrian Coast Line to the Tyne Valley Line for healthcare, education and leisure opportunities. Opportunities also exist to enhance connections, for example, between the Settle-Carlisle Line and the WCML to Scotland/Tyne Valley/Cumbrian Coast Lines to deliver a larger tourist/business offering.

Adjusting train services to meet seasonal changes in demand?

18.24 The need for improved flexibility and change mechanisms must be built into each ITT and Franchise Agreement - this is of paramount importance to allow train services to cater for increases in demand and boost fare box revenue.

18.25 It must be recognised that Cumbria is a year-round tourist destination. As a LEP priority to maximise our Vibrant Rural and Visitor Economy, it is essential that the right rail infrastructure is in place to support this growth potential.

18.26 There have been a number of special events recently where the franchisee has been unable to respond proactively in providing additional capacity e.g. Rugby World Cup, Whitehaven Festival, Appleby Horse Fair, and Cartmel Races.

18.27 Consistency of available rolling stock is also important to enable partners to better market the rail services available e.g. Settle-Carlisle Line marketing of group bookings.

18.28 Strong partnership working with the CRP and other stakeholders to plan accordingly will remain important.

Adjusting the time of the first/last train?

18.29 Firstly, Cumbria County Council and the LEP are very clear there should be no reduction in current service offering. In addition, there is clear evidence to support the need for:

Cumbrian Coast Line

a) Enhancements to peak hours services to support Sellafield commuters; b) Comprehensive Sunday service to deliver social, community and economic benefit; and c) Later evening services along the Cumbrian Coast Line.

Settle-Carlisle Line

d) A later Saturday evening service on the line between Carlisle to Kirkby Stephen. The current last train from Carlisle is 18:07. Longer term, a later evening service should be extended throughout the course of the week to deliver a viable commuter option.

18.30 Improvements to the Cumbrian Coast Line would support the economic growth of West Cumbria and are supported by the SEP, Cumbrian Coast Line report (2014) and the Network Rail Regional Urban Market Study (2013).

18 18.31 Improvements to the Settle-Carlisle Line complement the SEP theme of a Vibrant Rural and Visitor Economy and are evidenced from research undertaken by FoSCL.

19.0 NTSR2: Please set out, with evidence where available, any other approaches that might improve route utilisation and make better use of existing resources on the Northern franchise.

19.1 The LEP and County Council have a number of suggestions relating to localised management, rolling stock and stations. These are detailed below.

Organisation

19.2 As a self-contained part of the network, wholly within one Local Transport Authority, the Cumbrian Coast Line offers an opportunity for a more localised management approach. The development of a Community Business Unit for the line with increased community involvement would drive improved route utilisation and resource efficiencies. A key requirement of the future franchises is the need for a clear and streamlined management structure which will drive forward improved operational performance. As such, the franchisee and Network Rail must work proactively together with local stakeholders in respect of operational responsibilities and project delivery.

19.3 This could lead to an increase in the use of local skills, labour and products to deliver rail station/service improvements; a dedicated fleet of branded rolling stock on the route to increase rolling stock utilisation and provide a more consistent timetable; and a drive for the delivery of incremental line speed improvements, reducing journey times and improving stock utilisation.

19.4 Organisations representing the Settle-Carlisle Line highlight opportunities which have driven increased footfall through targeted marketing and promotion e.g. Dales Card, Guided Walks, and through generating employment and supporting the local economy.

19.5 Cumbria is well placed geographically to engage with neighbouring local authority organisations who may be seeking to develop their own Community Business Unit proposals. For example, the County Council has been working alongside North East Local Authorities to consider potential future options incorporating the Tyne Valley Line.

Rolling stock

19.6 The current rolling stock provision of the Northern franchise is totally inadequate in a modern economy and is no longer acceptable for the people, economy and reputation of Cumbria.

19.7 Cumbria County Council and the Cumbria LEP are strongly supportive of investment in higher quality and greater capacity rolling stock as a means of driving growth, reducing overall costs and reducing reliance on the car.

19.8 The recent investment in Class 350s on the Anglo-Scottish services has already delivered an estimated 12% in growth since their introduction 6 months ago. This highlights the significant suppressed demand for rail travel in the North and the impact that better rolling stock can have on driving growth and fare box revenue.

19 19.9 The large number of rolling stock types in the Northern franchise only serves to increase costs e.g. maintenance.

19.10 The provision of adequate rolling stock suitable for the market it serves is of paramount importance. Opportunities exist for:

a) “Cycle Trains”. This may consist of a single carriage (Pacer), catering only for cycles and coupled to an existing service where a large demand from cyclists exists. This may well be at particular times of the week e.g. Friday and Saturdays to support the Coast to Coast Cycle route commencing in West Cumbria and the Bay Cycle Way project in South West Cumbria. Critically, there should be no reduction in seating capacity for passengers to cater for the cycles; b) Offering of a higher quality product on scenic routes. This could be achieved through providing first class accommodation to improve customer choice; c) Enhancing Wi-Fi and charge point facilities. This has the advantage of increasing the appeal of rail travel to a wider audience; and d) A wash plant at Barrow to deliver enhanced train presentation and thereby boost the tourism appeal of train travel.

Stations

19.11 The ATOC Cycle Rail Toolkit (2013) highlights the relatively low cost of providing cycle parking. The provision of sufficient high quality cycle parking, including CCTV and shelters at stations, is a priority. This must be enhanced through provision of electric bikes and cycle hire initiatives.

20.0 NTSR3: Please indicate, with evidence where available, where services should be improved on weekends, resources permitting.

Cumbrian Coast Line

20.1 The view of the LEP and Cumbria County Council is that the absence of a comprehensive Sunday service on the Cumbrian Coast Line is completely untenable. This acts as a significant inhibitor to increasing economic growth in West Cumbria. The SEP acknowledges that the Cumbrian Coast Line has “significant untapped potential to carry a greater number of passengers, but is presently restricted by poor station infrastructure, poor timetabling and an absence of a comprehensive weekend service”.

20.2 The Cumbrian Coast Line report (2014) noted that “the lack of Sunday services between Whitehaven and Millom causes genuine hardship and is out of line with 21st century travel demands and that the introduction of even a limited service would have significant social benefits, as well as providing some revenue and enabling the business and tourist economy of West Cumbria to develop ”.

20.3 The need to introduce a full Sunday service is without question. The County Council having acknowledged this submitted a bid for LSTF funding, and although unsuccessful, sought to deliver a pilot full line length Sunday service timetable on the Cumbrian Coast Line.

20.4 In a modern economy, the absence of a Sunday service on such a critical line which supports isolated rural communities, a burgeoning nuclear industry and a buoyant tourism market is indefensible. In addition to this, the nuclear new build programme is

20 set to see a 7 day operation which must be complemented by a 7 day opening of the Cumbrian Coast Line.

Settle-Carlisle Line

20.5 Recent evidence highlights the demand for a later evening service from Carlisle to Kirkby Stephen, particularly on a Saturday. This would align with the SEP themes of a Vibrant Rural and Visitor Economy and Strategic Connectivity of the M6 Corridor through supporting Carlisle as a key settlement within Cumbria which supports and services the wider rural county. Longer term, a later evening service should be extended throughout the course of the week to deliver a viable commuter option. There is also a need for a 5th train service on a Sunday to support the weekend tourism/leisure market.

Lakes Line and Furness Line

20.6 Evidence from regular Lakes Line CRP interviews indicates the need for an enhanced Sunday service in line with that of Saturdays at the very least. Ideally a 7 day per week timetable is envisaged. In a modern economy, the reduced level of weekend train services does not suit modern travel patterns and the modern tourism industry. This is similarly the case on the nearby Furness Line where travel demands on a Sunday are similar to those of a Saturday and where weekly commuting into the Furness area places a heavy demand on Sunday travel.

WCML

20.7 Later evening services must be delivered to support the evening economies of key service centres along the M6 corridor, whilst providing high levels of connectivity to the Manchester City Region and Scotland. This aligns with the SEP theme for strategic connectivity of the M6 corridor which highlights the role of Carlisle, Penrith and Oxenholme for Kendal (identified as main transport gateways) as key locations for investment due to their accessibility and attractive locations.

21.0 NTSR4: Please indicate, with evidence where available, where weekend services provide poor value for the subsidy required to operate them.

21.1 The sparsity of weekend services in Cumbria critically emphasises the important social role that the railways play in the county. Closer partnership working between the franchisees, CRPs and local organisations will be instrumental in driving growth, whilst raising the profile and encouraging wider involvement in stations, services and lines.

22.0 No response is provided to question NTSR5

23.0 OTH1: Do you have any other views on the future of the Northern and TPE franchises that you would like to set out?

23.1 Cumbria is on the verge of unprecedented industrial development and a major overhaul of the way major existing businesses are operated. This will generate significant travel demand in an area with limited infrastructure and historical underinvestment. There is an opportunity to promote rail use, increase revenues, support sustainable travel and improve the way these nationally significant facilities interact with the local area and economy. Responding to this will require forward thinking, flexibility, partnership working and willingness, all of which should be an explicit requirement of the new franchisee.

21 23.2 Cumbria County Council and LEP therefore emphasise the absolute need for investment in the Cumbrian Coast Line. In support of this, a Development Plan (Cumbrian Coast Line: Making the most of a great asset, 2014) has been prepared by the County Council to identify and raise awareness of the issues and opportunities on the Cumbrian Coast Line.

23.3 The reference in the consultation to the DfT/Rail North developing a specification for every service in Northern, for inclusion in the ITT, is welcome. The need to include appropriate representation from Local Transport Authorities is of paramount importance to ensure this is done in line with the recommendations of the Brown Report which stated that “the specification and oversight of franchises should be managed by authorities that are closest to their communities and local economies .”

23.4 The County Council and LEP are opposed to proposals for Driver Only Operation to be introduced on the Northern and TPE franchises. The role of the guard is critical in ensuring safety for those on-board and for enhancing the overall passenger experience, particularly important on routes frequently used by tourists.

23.5 The requirement for bidders to include plans, either in their core proposition or as an option, which would enable the withdrawal of all Pacer units from Northern services is also welcomed.

23.6 The County Council and LEP welcomes acknowledgement that the bid evaluation process will give additional credit for commitments to improving quality. The role of Passenger Focus in developing the ITT is also to be welcomed to enable greater passenger focused franchises to be delivered.

23.7 There needs to be greater acknowledgment and emphasis given to the role that railways play in the social and environmental agenda, alongside that of economic development. For sustainable economic growth to be realised, this growth has to enhance society for example through supporting access to healthcare, educational attainment, and reductions in environmental impact. Adopting a holistic view will allow a greater number of funding sources to be obtained to help deliver rail service improvements, whilst delivering wider government objectives.

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