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Planning and Transportation Environment and Neighbourhoods London Borough of Sutton 24 Denmark Road Carshalton Surrey SM5 2JG

22 August 2012

London Borough of Sutton response to the DfT Combined , Southern and Great Northern Franchise Consultation.

1. Responses to Consultation Questions

Q1 - What improvements do stakeholders believe could be made on the combined franchise through partnership working between and the new operator?

The Council would expect that good partnership working between the operator and Network Rail is already taking place and the two organisations are co-operating to ensure the most efficient operation of the railways. However, there is scope for improvement in terms of station management and enhancements, and in terms of managing and minimising engineering work disruption as well as keeping passengers properly informed about factors affecting their journeys. It is essential that both organisations work together co-operatively in the best interests of passengers. Better consultation and partnership working with local authorities is also necessary as at present it is somewhat lacking.

Efforts need to be made to by Network Rail reduce the frequency of line closures for engineering work. As far as possible lines should remain open when engineering work is taking place, or diversionary routes put in place to avoid the need for replacement buses.

Q2 – Do consultees have any other specific aspirations for the new franchise that they wish to bring to the Department’s attention?

The Council has a long term aspiration to see the redevelopment of Sutton Station to create a modern, fit-for-purpose and passenger-friendly station with improved interchange between rail and buses, taxis and potentially trams. This could involve a major new development over the tracks which realises the development potential of this prime Metropolitan town centre location and is a long term scheme set out in the Council’s Local Development Framework and the subject of a Supplementary Planning Document (SPD2).

In the shorter term there is scope for some smaller scale improvements, particularly as regards disabled access, to stations in the borough, as well as service improvements, which are set out in more detail below.

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Q3. – Are consultees aware of any other rail or non-rail development schemes that might affect the new franchise?

A number of major development sites in Sutton town centre and in Hackbridge are likely to come on stream during this franchise, which could generate significant additional demand for rail services from those stations. These include residential and employment-generating developments. Further details can be supplied to bidders upon request.

Q5 – Which aspects of the specification, other than for those services operating through the Thameslink core route, would stakeholders wish to see mandated and which aspects should be left to the discretion of the operator?

Whilst the Council agrees in principle with the policy of giving operators more commercial freedom to decide on service specification, there is concern that this could result in a reduction in off-peak service levels. In London, where TfL-operated public transport is still regulated, it is important that privately operated rail services are also regulated and a minimum service level specified in order to ensure a high quality, integrated public transport system that meets the needs of the capital and attracts people out of cars. Therefore it would be expected the tender specification to be quite specific and detailed in terms of minimum service level, frequency and hours of operation for the South London Metro and Thameslink Loop services. Further details of the Council’s service aspirations are set out below.

Q16 – What services would be appropriate to serve the Airport market?

Q17 – What improvements could be made without adversely affecting the service provision on the remainder of the franchise?

Sutton is concerned that the proposal to terminate all Thameslink Wimbledon Loop Line trains at Blackfriars would mean that the borough loses its direct connection with Luton Airport. If this happens we would like to see good quality connections at Blackfriars with semi-fast services to Luton Airport Parkway.

Consideration should be given to stopping Gatwick Express services at East Croydon / Clapham Junction (perhaps alternately) to provide better connections to south London and make better use of train paths on the busy Brighton Main Line.

Q18 – What services that run via do respondents think should run via the Thameslink core route?

Q19 – Recognising that not all of these services can run via the Thameslink core route, what would be the most satisfactory way of managing the interchange at Blackfriars?

Questions 18 & 19 are addressed in our detailed submission on the Thameslink Loop Line set out below.

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Q21 – What improvements would respondents like to see made to other Southern services as part of the combined franchise from 2015, what is the rationale for such proposals and the economic benefit expected to be delivered from these changes?

This question is addressed in our detailed submission on the Southern franchise set out below.

Q24 – How would you like to see performance information published?

Q25 – How frequent should its publication be?

Q26 – What level of disaggregation of performance do you believe is reasonable?

Performance information should be published on the operators’ website, on posters at stations and in stakeholder newsletters etc. It should be published quarterly, and should be disaggregated by route. For example, separate data should be published for the Thameslink Wimbledon Loop Line.

However, there is a concern that too much emphasis on performance targets by the Government has and will continue to create ‘perverse incentives’ that encourage operators to focus narrowly on the meeting of performance targets and avoidance of fines, to the detriment of passengers. Examples of this include ‘padding’ of timetables by lengthening journey times and dwell times at stations, and trains being despatched early and arriving at and leaving intermediate stations early, causing passengers to miss trains. The new franchise should include clauses to avoid the perverse effect of performance targets working against passenger interests.

Q27 – What are the priorities that respondents consider should be taken into account to improve the passenger experience of using these services?

The priority of the TOC should be to operate rail services first and foremost in the passengers’ interest. Operating in the passengers’ interests should maximise usage and satisfaction, and therefore revenue. Specific examples of this approach are set out below.

Q28 – What do stakeholders see as the most important factors in improving security?

Adequate staffing of stations and trains is the most important factor in improving security. This should mean staffing of all manned stations from first to last train, as is a requirement of the current Southern franchise. This should mean a visible staff presence at all times that the station is open. Staff should also patrol unmanned stations, such as those on the Wimbledon Loop Line, at frequent intervals, as well as patrolling trains. In addition to improving security, both actual and perceived, this should help reduce crime and fear of crime, and protect revenues by reducing fare evasion and vandalism. Adequate CCTV is also important, but should not been seen as a substitute for a staff presence. Working help points on unmanned stations are also important, as is adequate lighting and sightlines.

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Q29 – What is important to stakeholders in the future use and improvement of stations?

Q30 – What priorities would respondents give to car parking and cycling facilities at locations where these are fully used?

Q32 – What local accessibility and mobility issues do stakeholders see and how they might be addressed?

Details of our aspirations for borough stations, including parking and accessibility, are set out below.

2. Thameslink Franchise – detailed comments and aspirations

2.1 Future of Wimbledon Loop Line services

The Council is concerned at the proposal contained in the London and South East Route Utilisation Strategy (July 2011) and its predecessor the South London RUS (2008), and reiterated subsequently in various documents and presentations relating to the Thameslink Programme, that all Sutton/Wimbledon Thameslink Loop Line trains will terminate at London Blackfriars from 2018. Although these proposals were set out in the South London RUS (2008), they only emerged in the final version and not in the draft, so stakeholders did not have a chance to comment on them.

In response to this proposal, in 2009 Sutton Council set up the cross-party Thameslink Loop Line Campaign Group to campaign for the retention of through services from the Wimbledon Loop Line. This group is made up of elected members (MPs, AMs and Councillors) from the four south London boroughs served by the loop line – Sutton, Merton, Wandsworth and Lambeth, together with user groups such as London TravelWatch. The campaign to retain through Thameslink services on the Wimbledon Loop Line has also received widespread support from local residents and businesses, who value to link. Sutton is keen to retain its major businesses and employers who have located here on the basis of its good transport links to the rest of London, the UK and Europe.

Following Ministerial lobbying, the Council understands that this proposal is not ‘set in stone’ and that service patterns for the final Thameslink Programme network have yet to be decided. We are therefore pleased to see a question in the consultation document, Question 18, relating to this issue and we set out our response to this below.

The consultation indicates that either 6 or 8 services per hour via Elephant and Castle (EC) can pass through the Thameslink Core (the remaining 8 or 10 terminating at Blackfriars) and offers stakeholders the choice of whether those through services should come from the Sutton/Wimbledon Loop or other destinations in SE London/Kent. The exact number of trains passing through the core via EC would be determined by whether 16 or 18 through trains come via London Bridge (LB). The increase in the number of through paths via London Bridge would enable cross London services to be provided to / from destinations currently not served by

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Thameslink such as Tattenham Corner and Caterham in Surrey (based on information contained in the South London RUS).

Whilst the council appreciates that much of the Thameslink Programme investment has focussed on improving the route for Surrey/Sussex services via London Bridge and removing conflicts with SE main line services, it is considered that there are other important factors that should be taken into consideration when deciding which routes should run through the Thameslink core. Any decision should start from the premise that existing through services should be retained as far as possible, particularly direct links from strategic Metropolitan town centres such as Sutton, rather than basing it on operational convenience. Account should be taken of existing passenger benefits / disbenefits that will accrue from making changes to established travel patterns. We therefore strongly object to any proposal that would result in terminating Wimbledon Loop Line trains at Blackfriars from 2018.

Sutton is identified in the London Plan as one of only four Metropolitan town centres in south London, with a large and growing population and employment base and is a major business centre which attracts a considerable number of commuters and business travellers. Other places on the line such as Hackbridge are also under- going major expansion which will increase demand for rail travel. It is therefore important that Sutton, as a strategic south London destination, retains its connectivity to central and north London and beyond and maintains its direct link to St. Pancras (for European and UK inter-city services) and the City / future at Farringdon rather than losing out to less significant destinations in SE London and Kent.

There is also likely to be more demand for a through London service from the Wimbledon Loop Line serving south London than from more rural places in Kent, Surrey and Sussex. In this regard, both Caterham and Tattenham Corner are identified as potential new beneficiaries of through services via London Bridge in the South London RUS, yet neither can be considered as either strategic destinations or likely to have sufficient demand to warrant such a through connection.

Stations on the Loop Line are well used, and usage is increasing year on year, in contrast to stations on other lines which are scheduled to gain a through service, as shown in the table in Appendix 1 to this submission.

Terminating Wimbledon Loop Line services at Blackfriars would result in passengers who have come to rely on these services in South London losing their cross-London service, so that other places that do not currently have a cross-London service can gain one. This will disbenefit thousands of South London residents who may have made their residential, employment and educational location decisions on the basis of the existence of the cross-London Thameslink service. These residents will lose a service that they have had for many years, and based their life around, so that residents in other parts of the south east who do not have such a service and therefore have not come to expect it (and may indeed not want it), can gain a cross- London service.

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In the Council’s view, the removal of the through service is a further loss to Sutton, which missed out on the East London Line () extension to West Croydon and indeed lost its off-peak London Bridge service as a result, has no tube lines, has not yet secured a Tramlink extension, gets no benefit from Crossrail, and has a relatively slow and poor frequency rail service to central London compared to other outer London boroughs. The Thameslink Programme seems to be giving priority to commuters / passengers from outside London who pay more for their season tickets, thus encouraging longer distance commuting, rather than supporting the much larger London commuter market. The Wimbledon Loop Line serves areas of SW London that do not have any other rail or tube services and are relatively poorly served by public transport in general.

Not only would Sutton residents lose a through service they have come to depend on, Sutton would lose its connection with Eurostar and domestic long distance trains at St. Pancras International / Kings Cross, and also the future connection with Crossrail at Farringdon, for which Sutton businesses are being charged via the Mayor’s Community Infrastructure Levy. North London residents would also lose their direct connection with South London, as would visitors arriving at Luton Airport and St. Pancras International.

Instead Sutton’s passengers would have to change trains at Blackfriars with possibly heavy luggage onto already crowded trains. This movement could be particularly difficult from the western bay platform when travelling north and to either bay platform when travelling south because of the platform lengths and the position of lifts/stairs at each end of the platforms. The recent Passenger Focus national passenger survey found that having to change trains was a strong disincentive to train travel.

On the basis of these arguments, the Council would wish to see all four current trains per hour from the Wimbledon Loop Line pass through the Thameslink core route and that furthermore that the maximum number of paths should be allowed via EC (i.e eight), allowing four trains from Kent to go through the core also. This would do no more than maintain the present pattern of train movements where Sutton trains crossover tracks immediately north of Elephant and Castle, and there should not be any reason why this movement should not be possible to operate in the future. This movement occurs outside the core section of the Thameslink route where only up to 16 trains per hour are to be accommodated rather than 24 in the core section. On this basis taking Sutton trains through the core should not compromise maximising the number of train movements. However, alternative service / route patterns could be considered for through Loop Line services, as put forward by other groups, if this would make the service more reliable, subject to retaining all existing cross-London services from all stations on the loop (see below).

It is considered that any decision as to which trains to run through the core should not be based on train length alone to maximise passenger throughput, as Loop Line services are limited to a maximum of 8 cars. Decisions related to the allocation of new stock/adapting existing stock to allow automatic train control through the core should only be made after the pattern of through services have been determined on a strategic/passenger benefit basis. However, there is concern that the new trains

6 Page 9 Agenda Item 8 being ordered for the Thameslink route are in 12-car fixed formation units, which could prevent their use on the Wimbledon Loop Line where stations can only accommodate 8 or 10 car trains. This order should be amended to make the new units more flexible.

Notwithstanding the outcome of the above consultation and decision on which trains should terminate, the Council would also like consideration to be given to increasing the frequency of trains on the Loop Line to 4tph in each direction, at 15-minute intervals, to provide a metro-style turn-up-and-go frequency, especially for stations between Sutton and Wimbledon that do not have any other services except a few Southern peak services to London Bridge. In the Council’s view it would be acceptable if these additional 4 tph terminated at Blackfriars as existing through commuters would not be made worse off providing the existing 4 tph were maintained through the core. Alternative service / route patterns may be considered to achieve this additional frequency, such as extending the London Overground service from West Croydon around the loop.

With regard to interchange at Blackfriars (Q19), it is important that this is made as easy as possible, especially if all loop line trains terminated there and passengers have to change. Northbound this is likely to involve simply crossing the platform, although if the train terminates on the western of the two platforms this could involve a long walk to the end of the platform to get to the northbound through platform. All stairs should have luggage ramps or conveyor belts to assist people with heavy suitcases, as lifts are unlikely to have the capacity to meet demand, especially at peak times. These facilities are common on the European continent and elsewhere in the world and should also be used in the UK.

2.2 Thameslink service improvements

In addition to the above issue and the desire to see an increase in frequency on the Loop Line from 2 to 4tph in each direction, the Council would like to see some further shorter term service improvements on the Wimbledon Loop Line.

The Council welcomes the service improvements that have been introduced during the current Thameslink franchise, such as later Monday to Saturday evening services on the loop line and a new Sunday service on the Hackbridge side of the loop.

There is still, however, room for some improvements to evening and Sunday hours of operation. On Monday to Saturday evenings the last Thameslink services on the Hackbridge line are about 21.15-21.30. The Council would like to see a later service on this line. The last service from Sutton towards Wimbledon leaves at 22.47 (22.45 on Saturdays). The Council would like to see later departures on this line, with at minimum a service at 23.17 / 23.15 to cater better for people returning from entertainment and social activities in Sutton. It would also be desirable if the late evening departure times from Sutton could be the same on Saturday as on Monday to Friday. The Council would also like to see additional morning peak services 7 Agenda Item 8 Page 10

clockwise around the loop from Sutton towards Wimbledon via St. Helier. Whilst there is a 15 minute frequency in an anti-clockwise direction on this line in the morning peak provided by the additional Southern services to London Bridge, there is only a 30-35 minutes frequency in the clockwise direction. This does not provide an adequate commuter service in this direction in the morning peak, and many commuters do use this line to get to Wimbledon (to change or as a destination) and onwards towards central London. The Council would like to see a 15 minute frequency on the loop line in a clockwise direction and a 15 minute frequency in the anti-clockwise direction from Wimbledon to Sutton in the evening peak to cater to local commuters, and complement the clockwise Southern service. Ideally a regular 15 minute frequency service should be provided all day to provide a Metro-style turn- up-and-go service.

On Sundays the hours of operation are still quite limited and the Council would like to see them extended. At present the first train in the morning leaves Sutton at 09.37 via Wimbledon and 10.04 via Hackbridge. This is quite late for a Sunday morning start, and it would be preferable if the first train was at least an hour earlier, if not two. Similarly, in the evening, the last train leaves Sutton at 21.07 via Wimbledon and 22.04 via Hackbridge. It would be preferable if the last train could leave Sutton at least one hour later via Wimbledon, and ideally the last train should be no earlier than 23.00. In the other direction the last train to Sutton leaves St. Pancras at 21.05, which is too early for a Sunday evening when people are likely to be returning from a weekend away or a day out in London. Trains should run from St. Pancras until at least 22.00 and ideally 23.00, to serve the last Eurostar trains.

2.3 Thameslink operational improvements

The Council would like to see the following operational improvements to benefit passengers.

Perhaps the most useful operational improvement that could be made is the introduction of on-train audio announcements of stations, which is lacking at present. This is particularly important at the loop line stations between Sutton and Wimbledon, which look very similar and it is difficult to tell which station the train is at if you cannot see the signs (which are not very easy to see). This would also assist the visually impaired. On-train announcements should give the station name as the train arrives at the station.

Announcements also need to be made at stations such as Herne Hill and Tulse Hill to clarify which way around the loop trains are going. These need to be clear to cater for those with visual and hearing impairments while adequate visual displays should cater for those with hearing impairments.

There is also a need to rectify a number of currently incorrect announcements / visuals.

Firstly, the references to trains terminating at Sutton should be deleted, as Loop Line trains in effect go through Sutton even though they ‘technically’ terminate. From a

8 Page 11 Agenda Item 8 passenger point of view they are through trains and the audio and visual announcements at stations around the Loop Line should reflect this so that passengers are aware that they can continue beyond Sutton to Wimbledon or Mitcham Junction etc.

Secondly, the announcements at Southern stations that state incorrectly that you cannot alight from the last carriage on FCC trains at Hackbridge and Mitcham Junction should be stopped, as FCC trains do not use selective door opening (SDO). This announcement should only apply to Southern trains (and we would like to see an end to use of SDO for these trains too).

2.4 Thameslink station improvements

There are two FCC-operated stations in the borough on the Wimbledon Loop Line - West Sutton and Sutton Common. These are both small, un-staffed stations without ticket offices, and are of a similar island design, accessed by steps and a bridge over the tracks. Both stations have been upgraded in recent years and now have real- time Customer Information Screens which have helped greatly in informing passengers about train running.

The council would like to see these two stations made more accessible to the mobility impaired, as they are currently only accessible by steps. Whilst lifts are unlikely to be installed at these stations in the short to medium term, in the interim perhaps a luggage and bicycle ramp could be installed on the stairs. In the longer term other options should be explored to make these stations more accessible, such as a bridge and ramps to West Sutton station from the end of St. James’ Road. This would also have the advantage of reducing walking times to the station from that area and making it more accessible to all. There would be added benefits if the bridge could be extended northwards to provide direct access to the Sutton United FC ground (which attracts quite large attendances and also hosts regular weekend music concerts in its social club attracting several hundred people).

Both stations would benefit from additional seating, and covers on the bridge and ticket machines. They could also do with better station signs at the entrance to help to raise their prominence as they are somewhat invisible from the road.

The ticket machines at both stations need reviewing in terms of the destinations available on the first and second pages of the screens. These should reflect local demand and local destinations, rather than the current range of distant stations which includes , Cobham and Stoke d’Abernon, Dartford, Farnborough and Guildford.

Sutton Common station could benefit from two more cycle stands next to the ‘Permit to Travel’ machine, and a departures screen at the top of the steps near the entrance to avoid the need for people to go down the steps to check running times. The front panel of the roof could do with repainting too, like has been done recently at West Sutton.

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3. Southern Franchise – detailed comments and aspirations

3.1 Service improvements

In general terms the Council would like to see more frequent and regular trains, providing a Metro-style service, on all lines throughout the day and week, in order to encourage greater use of public transport and support the local economy and planned growth.

The Wallington line has a good daytime and evening frequency and service interval, and we would like to see this replicated on the Hackbridge line, which has seen some service improvements since the December 2011 timetable. We would like to see a regular 15 minute stopping service between Sutton and Victoria via Hackbridge throughout the day and week. One way of achieving this might be stopping the current ‘fast’ service from Dorking to Victoria, which in reality has had its journey time increased in recent years, at intermediate stops. The merging of the Southern and Thameslink franchises should also allow for more even spacing of the two services on the Hackbridge line, albeit on different routes.

The Council would like to see the reinstatement of a regular all-day service between Sutton and London Bridge, as well as additional peak trains to London Bridge on both the Wallington and Hackbridge lines. An off-peak service could perhaps be introduced via Streatham and Peckham Rye (providing connections to South Eastern services there), and / or a service via West Croydon running fast from Norwood Junction to New Cross Gate / London Bridge.

The Council would like consideration to be given to extending the London Overground service to from West Croydon to Sutton, where there may be capacity to turn services around on platforms 3 and 4. Alternatively, consideration could be given to extending the Overground to Wimbledon and perhaps on to Blackfriars as a way of improving the frequency on the Thameslink Loop Line.

The Council would also like consideration to be given to the reinstatement of services to the south coast via Sutton and Horsham e.g. to Bognor Regis and . This could relieve pressure on the Brighton Main Line and enable new connections from Sutton. This service could run semi-fast between Victoria and Sutton and could be an extension of the current service to / from Horsham.

The Council considers that there is a need for more frequent / higher capacity trains contra-peak flow – i.e. Victoria to Sutton via Hackbridge in the morning and vice versa in the evening peak to cater for the considerable demand from employees in Sutton who commute by train.

The Council considers that there is a need for later trains from Sutton to Victoria via Hackbridge in the evening, beyond the current last train at 22.59 on Saturday and at 23.09 on Monday to Friday. There are two later trains on this line on Sundays at 23.13 and 23.43 and perhaps these could also run on Monday – Saturdays. The

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Council would also like to see additional later evening trains back from Victoria to Sutton and on to Epsom / Dorking.

The Council would like to see an increase in frequency on the Epsom Downs line from the current hourly Monday to Saturday (except peaks) to half-hourly and the introduction of a Sunday service. Belmont station on this line serves the Royal Marsden and Sutton Hospitals, and Highdown / Downview Prisons, which generate considerable Sunday demand. At present season ticket holders on this line are ‘short changed’ as they pay for seven days but only get six days service. If a Sunday service is not provided they should be given a 1/7th discount on their season tickets.

3.2 Operational improvements

As mentioned earlier, there is concern at the increasing tendency for trains to depart up to a minute early from some stations. This causes passengers to miss trains. Trains should depart according to the timetable and be available to board at intermediate stations up to 5 seconds before departure, and at terminal / origin stations up to 15 seconds before departure, and should not move off until their timetabled departure time. The DfT should review the punctuality target regime to remove the incentive for TOCs to despatch trains early and pad timetables.

At Sutton station it is requested that the TOC moves the 4-car stopping position on platform 2 back to its original position closer to the steps and waiting room, to provide more convenient access to and from the train for passengers. This used to be the stopping position until a number of driver errors led to it being moved, but it is considered that drivers should be properly trained, rather than passengers being inconvenienced.

On-train and at-station audio announcements need to be improved. There continue to be erroneous announcements at Southern stations about FCC trains using selective door opening at Hackbridge and Mitcham Junction when in practice this doesn’t happen. These announcements need to be stopped as they could inconvenience passengers and incorrectly suggest that those stations have short platforms when in fact they are designed for 8-car trains. Measures should also be taken to enable Southern 8-car units to stop using selective door opening at these stations, which we understand may require limited platform lengthening.

On all Southern trains, where there are audio-announcements, it would be desirable for these to announce the name of each station as the train arrives at the station, which it doesn’t do at present. Announcements should also provide information on interchange opportunities, including with other operators’ services. Conversely, other repetitive announcements, such as about which carriage you are in, should be reduced.

There should be a more constructive approach to cycle carriage, supporting the combination of these two sustainable modes of transport. Generally the peak restrictions on non-folding bicycles are acceptable but there should be more flexibility for contra-peak journeys and out of centre journeys. The TOC should avoid imposing

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‘blanket bans’ on cycle carriage when there is likely to be increased demand – such as for major cycling events, such as the London to Brighton ride. Instead demand should be managed in a way that benefits the travelling public, cyclists and the TOC’s revenue.

Staffed stations should continue to be staffed from first to last train, as this has greatly improved passenger safety and security, as well as revenue protection for the TOC. In addition, all station toilets and waiting rooms should be open from first to last train for the benefit of passengers.

Toilets should be provided and maintained on all trains as far as possible, especially on longer distance routes such as the Dorking / Horsham trains.

Rail replacement buses should be adequately signed / stop as close as possible to the station, and drivers should announce station names. Fares should be reduced when replacement buses are used to reflect increased journey times and reduced comfort.

3.3 Station Improvements

Detailed station improvement aspirations will be discussed with the successful bidder, but the more important ones that the council would like to see included in the franchise specification are set out below.

In general the Council seeks to focus major new development in areas of good public transport accessibility which is largely around stations. Sutton town centre, in particular, has been earmarked for major growth in employment and housing over the next decade, which could result in significant additional usage of Sutton station and services. Residential and employment growth is also planned for Wallington and Hackbridge, with the likelihood of major new housing growth in Hackbridge. In particular, therefore, the council would like to see significant improvements to Sutton, Wallington and Hackbridge stations.

In general terms the Council would like to see all stations / platforms and trains made fully accessible for those with mobility problems, although it is recognised that this is costly and will need to be done on a priority basis. Where full DDA-compliant ramps or lifts are not feasible, at least in the short term, consideration should be given to the installation of luggage ramps / cycle gullies on existing steps.

Opportunities should also be looked at to open up new / disused access routes and entrances to stations to make them more accessible and reduce journey times to/from stations on foot.

Sutton

Sutton station is one of the busiest and most congested in south London and requires improvement.

The Council, with support from local business and rail users, has been campaigning for the last decade for the re-opening of the side entrance at Sutton station leading to

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The Quadrant, the station car park and motorcycle / cycle parks. This would serve the large office block Quadrant House which houses a number of major businesses, many of whose employees commute by train and regularly request this direct access route to be opened up. This measure would help retain these key employers in Sutton, which is in competition with other nearby centres, Sutton having already recently lost Zurich Insurance to Croydon citing transport as an issue.

In the longer term there is potential for major redevelopment of Sutton Station with new passenger facilities and a commercial / residential building over the top, as has been done at other stations. A new entrance could also be created from the north to link to a proposed new tram and bus interchange should the Tramlink extension to Sutton get the go ahead. The Council has developed plans and safeguarded land for this and would be happy to discuss with the successful bidder.

Opportunities could also be considered to provide a direct link from Bridge Road onto platforms 1 and 2 to improve station access from the west.

A new ‘BR-style’ station sign on a pole should be erected at the front of the station to promote and identify the station as it currently has only a small station sign which is lost next to the larger retail shop sign.

The Council will be bidding to for ‘major scheme’ funding for public realm improvements around Sutton Station including the town centre ‘gateway’. These works will include The Quadrant if the side entrance was opened up. This could include relocating the drop-off bay to the rear and improving the station forecourt.

Hackbridge

The Council would like to see some improvements to pedestrian access to the station across the car park, to support the wider environmental and transport improvements that are planned in Hackbridge as part of the Outer London Fund and sustainable suburb projects. Major new development is proposed for the Felnex Industrial Estate site opposite Hackbridge station, and other sites in the area, with around 750 new residential units, a supermarket and a significant element of B1 office space which will substantially transform Hackbridge into a District Centre and significantly increase demand for rail services there. The Council has safeguarded a new tunnel under the road bridge directly from platform 1 into the Felnex site which it is hoped can be opened up to provide a direct pedestrian route between the new development and the station.

As a result of this expansion of Hackbridge, the business case for extending the platforms to take 10-car trains should be reassessed.

Wallington

The Council has allocated sites on either side of Wallington station for new mixed- use development and would therefore welcome further discussions on opportunities to redevelop the station and improve access, particularly from the south.

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Carshalton

Carshalton station is a well used station which serves a large residential hinterland and district centre, as well as Carshalton College which is seeking to expand, several secondary and primary schools, several of the Council’s offices, small businesses, a park and a leisure centre which is currently being expanded and modernised. Therefore it is important that this station is adequately served by regular and frequent services, including improved services to London Bridge in the peak and off-peak.

The Council would like to see the former access ramp and entrance to the ‘up’ line (platform 2) on the north side of the station opened up again to provide a direct access to this platform from West Street. This, combined with a stair lift or ramp to the platform, would improve accessibility to platform 2.

The station, although considerably improved in recent years, is one of the oldest and well-used in the borough, and still needs further investment to keep it in good condition. For example the roof leaks and needs repairing. Furthermore, the toilets and waiting room should be open from first to last train and not left locked.

There remains considerable local concern at the recent introduction of the one-way traffic system on the station access road and the Council along with local residents would like to see this reversed so it operates from West Street to North Street, complementing the parallel one-way system on Camden Road.

4. General

4.1 Integration

There should be improved integration between rail services, so that convenient connections are provided between routes e.g. at Sutton for the Epsom Downs line and Thameslink Loop Lone. Good connections should also be made with trams at Mitcham Junction and buses, with the TOC required to work closely with TfL to achieve this.

4.2 Fares and ticketing

The Council welcomes the roll out of Oyster pay as you go on to in London, and would like to see the benefits of this extended beyond London e.g. through Southern’s Key Card. All ticket machines at stations should allow users to top up their Oyster cards and view recent usage.

The Council opposes the introduction of the evening peak premium fare on Oyster pay as you go, as this considerably increases the cost of a return journey into London in the evening for Sutton residents, travelling against the peak flow. At the very least it should only apply to journeys departing from central London.

The successful bidder should instigate measures to increase off-peak demand, particularly during the weekday inter-peak period, to fill spare capacity. This could

14 Page 17 Agenda Item 8 include special offers, and the reinstatement of the Network Card discount on weekdays for all fares.

There is a need to review child fares, to give discounts to students in full time education up to the age of 18 or even 21.

More flexible ticketing should be provided too, so that a journey can start in one place and return to another or allowing multi-leg trips. This could come with the widespread introduction of smartcards across the network. More flexible season tickets should also be made available to cater for more flexible and part-time working patterns – again this could be done via the smartcards – with lower fares for off-peak / shoulder peak use.

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Appendix 1 – Selected Comparable Station Usage between Sutton area stations and those on lines set to gain a cross-London Thameslink service

Station 2009/10 usage 2010/11 usage % change Wimbledon 14,539,490 16,218,464 11.5 Sutton 5,687,112 5,768,694 1.4 Epsom 3,553,416 3,611,680 1.6 Wallington 1,772,890 1,847,892 4.2 Carshalton 1,186,776 1,145,582 3.6 Cheam 1,052,920 1,051,736 -0.1 Hackbridge 822,308 828,022 0.7 Mitcham Eastfields 301,702 443,026 46.8 Mitcham Junction 298,016 330,750 11 Sutton Common 237,740 272,680 14.7 West Sutton 249,282 270,438 8.5 St. Helier 120,348 150,520 25.1

Caterham 909,838 967,400 6.3 Kenley 458,624 474,008 3.4 Whytleafe 318,304 298,572 -6.2 Whyteleafe South 111,918 116,808 4.4

Woodmansterne 358,840 377,918 5.3 Coulsdon Town 255,166 279,496 9.5 Kingswood 259,178 277,904 7.2 Reedham 256,652 262,344 2.2 Tadworth 234,450 247,420 5.5 Tattenham Corner 239,366 244,492 2.1 Chipstead 154,002 150,828 -2.1

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