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Salisbury to Exeter Rail Users Group (Serug) SALISBURY TO EXETER RAIL USERS GROUP (SERUG ) Newsletter No:14 March 2021. Supporting the stations of: Tisbury, Gillingham, Templecombe, Sherborne, Yeovil Junction, Crewkerne, Axminster, Honiton, Feniton, Whimple, Cranbrook, Pinhoe, Exeter Central. Thoughts from the Chair As ever, I hope this finds you all well. Although we are still “locked down”, vaccination delivery has been excellent, and no doubt many who read this newsletter will have received their first dose or maybe about to. This does allow us to think ahead, and trust that we can move forward to enjoy those things that we used to do, as of right. The Boris roadmap out of this pandemic is set out, so we all hope that the situation continues to improve. Patience is required, and I am close to running out of that! Our thanks go to the teams at SWR and Network Rail for their forbearance and for keeping the network moving – even without passengers. All this could soon include us taking a journey by rail again, and we are told to be patient (that word again), but as soon as the country starts to reduce restrictions, the Government and our Scientists must pick up the carbon agenda and start promoting a return to public transport. Your Committee have spent some time exploring the post pandemic position for the West of England Line, SWR, Network Rail, and our passengers. This is set against a background of what we perceive will be a Government that will be very short of cash. However, obtaining benefits and investment for our railways has never been a quick route, and to throw in the towel now, after we have worked so hard and gained so much, would be just plain wrong. We are told that we must build back better, but no doubt politics will be countered by economics. Whimple Station. Then and now. Re-instating the double track in this area is essential if Devon Metro is to flourish. Part of building back better will mean decarbonisation. We support that policy as it is better for passengers and the economy as well as the environment. This should be reflected with all our stakeholders as well: the Councils, LEPs, MPs, passenger groups, Train Operating Companies (SWR), and indeed Network Rail. So, attached to this newsletter are copies of our revised objectives, both in detail and as a quick-read summary. They also appear on our website www.serug.co.uk. We ask that you make all your friends, families, 1 contacts and associated businesses aware of these objectives. We are starting from a lower base than a year ago – given that we currently have a very sparse service, hardly any through trains to London and no on-train catering. Your help in distributing our message is absolutely vital. At the moment we have a 2 hourly service Exeter – Salisbury (and return) with a single through train to Waterloo (a very early start from Exeter at 05.10 and return from Waterloo at 21.35 to Yeovil Junction)). We cannot take for granted that DfT will reinstate our through services from Exeter to London Waterloo, or that we will get investment to improve resilience and services, or replace our old trains with comfortable, fully corridor linked carriages with refreshments available – we will have to lobby hard for these matters. You may question whether the infrastructure improvements that we have long lobbied for are still valid…. Please read the sections on Rail Recovery and Performance (below) for our thoughts…. We have been asked recently to consider helping with the improvements required at Salisbury Station. Our thoughts on what may be required are also included in the Appendix at the end of this Newsletter. We are working with Nick Farthing from Three Rivers who is considering setting up a Friends of Salisbury Station group in due course. We must work harder with local communities to get passengers back on to the railway, and we see our station representatives with a positive and important role in doing just that. In addition, SWR are in the process of negotiating a Direct Award with DfT at the moment and we wish them well in their deliberations (their update is on page 6). So, please review our new post pandemic Objectives, and let us know if you have any comments or questions. Most importantly, please help us deliver them by forwarding this Newsletter to your own groups of friends and businesses. Simply put, we will need all the help you can give us, whilst we exit this pandemic. We have no further news about further funding from HM Treasury to Network Rail for the West of England Line Study proposals – but its contents and recommendations are as valid now as they were then. We need this line to be resilient, trains to run on time, be able to deliver Devon Metro services, be a diversionary route for GWR services and freight when required. None of this has changed due to the pandemic and all those matters remain firmly at the core of our Objectives. Repeat note for information - The Department for Transport (DfT) now run the service provision, not South Western Railway (SWR), now working under ERMA - Emergency Recovery Measures Agreement. No longer does SWR have the final say on how the railway is operated, the DfT now does that! SWR are negotiating for a new service agreement called a Direct Award (DA). This may or may not (cynical me) be affected if the Wiiliams Review ever sees the light of day. We just do not know how much longer the Treasury will continue to support the railway service on this basis. The cost (UK wide) is about £800m a month - which works out at around £18,000 per minute! The huge concern is that the current service levels (2 hourly Exeter Salisbury only, with no catering) could remain. As Nick Hurrell said in Newsletter No. 12, “use it or lose it.” Our membership grew very well until the pandemic arrived, but unsurprisingly, renewals have declined over the past year. We really need your continued interest and help, and your subscription of £6 for the year would help us to continue our work. The Committee don’t charge for any expenses or their time, but we need funds for print costs when we are allowed to distribute hard copy Newsletters at stations again, room hire for our AGM, etc. Subscriptions were due 1st January 2021, so please renew (or join again!). Simply go to the Membership page on our website www.serug.co.uk Bruce Duncan, Chair, SERUG March 3rd 2021 2 Rail Recovery – Nick Hurrell Rail now has two main competitors – the private car and Zoom. (Who had even heard of Zoom 12 months ago?). Post pandemic, people will travel – actually many of us want to, we are social animals! But the key question is whether enough of us will return to the railway in sufficient numbers to maintain the infrastructure in the long term. The DfT, Treasury and the rail providers must think differently if passenger are to return. We must too. The three key issues appear to be: • A decision is needed on who actually runs the railway • Rail fares are often thought to be too expensive • There is a perception that rail travel is not COVID safe A quiet Waterloo An even quieter Exeter Central Who Runs the Railway? It is acknowledged that the 3-way relationship between the DfT, Network Rail and the train companies is broken. The widely anticipated Review from Keith Williams on how the railways should be run is now some 18 months overdue, although we hear that it has been updated to include Covid recovery and is likely to be published shortly. With government influence it is becoming known as the Williams/Shapps Review. Franchising, in its original form, has already disappeared and at last week’s National Rail Recovery Conference, Keith Williams highlighted how well the airline industry is able to adapt to change without Government influence, citing its successful recovery from major events such as 9/11, the Global Financial Crisis, Sars, etc. He hinted strongly that his report would propose moving much of the day to day running of the railways away from the DfT to a rail-focused overarching body. Although predicted for many months, this is the yet another confirmation yet that change is afoot. Put simply, he believes that the railways should be run by the people who understand how they work. Fares Reform Lobbying for fares reform features prominently in our revised objectives. The Treasury seem to think they can recover revenue by increasing fares by 2.6% this month. That is madness – it’s a dis-incentive to travel. Speak to anyone within the industry and you’ll see that they are keen for a complete reform of the fares system. We should also remember that many fares are “regulated” by the Government. Train Operators can only set the level of certain fares, such as advance tickets. It is clear that post Covid, the £10bn per year revenue from fares is unlikely to return in full. Historically, up to 40% of that revenue came from season tickets, but that had already declined to closer to 20% pre-pandemic, and with daily commuting unlikely to return to previous levels, the case for flexible season tickets is now strong. There are also calls for account-based ticketing for regular travellers with a “per day” or “per week” cap on the maximum paid for given journeys. But we need much more than more cost-effective Season Tickets. With forecasts that leisure travel will play a major part in recovering passenger numbers, a much simpler fares structure will be required to encourage these discerning travellers to use the railway.
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