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Home , Bay platform, Fenny Stratford, Flying junction, Marston Vale line, MK Metro, Northampton loop

ITEM 1 TRANSPORT COMMITTEE NEWS 07 MARCH 2000

This report may be of interest to: All Members and Parish/Neighbourhood Councils

RAIL UPDATE

Accountable Officer: John Inman Author: Stephen Mortimer

1. Purpose

1.1 To advise the Committee of developments relating to ’ rail services.

2. Summary

2.1 Modernisation and Upgrade is now in the active planning stage. It will result in faster and more frequent train services between Milton Keynes Central and , and between Milton Keynes Central and points north. and will also have improved services to London.

2.2 Funding for East-West Rail is now being sought from the Shadow (SSRA) for the western end of the line (-). Though the SSRA have permitted a bid only for a 60 m.p.h. single- railway, excluding the branch and upgrade of the Marston Vale (Bedford-Bletchley) line, other investment and possible developer contributions (yet to be investigated) may allow these elements to be included, as well as perhaps a 90 m.p.h. double- track railway. As this part of East-West Rail already exists, no form of planning permission is required; however, Transport and Works Act procedures are to be started to build the missing parts of the eastern end of the line. 2.3 New trains were introduced on the , Autumn 1999. A study of the passenger accessibility of Marston Vale stations identified various desirable improvements, for which a contribution of £10,000 is required from this Council. 2.4 Local and country bus services in Milton Keynes are being increasingly transferred from the Central Bus Station to the Central railway station forecourt. Through rail- to-bus ticketing on to MK Metro, and possibly and Red Rose contract bus services in Milton Keynes, are to be introduced in 2000.

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D:\1999-00\enl_Report_199366_NEWS_ITEM_1.doc 3. Recommendations

3.1 That the contents of this report be noted.

3.2 That officers pursue the possibility of redeveloping Bletchley station as part of the Bletchley centre regeneration project, and press Railtrack and for improvements at Wolverton station. 3.3 That continues to be a member of the East-West Rail Consortium, at an annual cost of £5000 for the next three years, the money to come from within an existing budget.

3.4 That a contribution of £10,000 be made in financial year 2000/2001 towards the cost of implementing the passenger access improvements recommended for the Marston Vale railway stations in Milton Keynes.

4. Background

4.1 The following rail projects have implications for Milton Keynes;

(a) West Coast Main Line Modernisation and Upgrade

(b) East-West Rail

(c) Marston Vale Railway Development

(d) Bus-Rail Integration

Each of these is dealt with in turn below.

5. Issues and Choices

A. West Coast Main Line Modernisation and Upgrade

5.1 The proposals from Virgin and Railtrack would result in a sequence of trains calling at Milton Keynes Central in the same half-hour period during each hour for most of the day. This would give Milton Keynes improved services to/from the , North-west , North and . However, the increased number of and the apparent requirement to leave a few fast track train paths free for new operators (including ) means that Silverlink’s fast Euston-Milton Keynes Central- trains would have to transfer to the slow tracks. This would result in fast, semi-fast and stopping trains using the same tracks, with consequent increased journey times for the fast trains. With the increased number of trains on the slow tracks, there would also be little scope to cater for any growth in demand, and little flexibility to allow for late- running. This Council has therefore joined with , , ITEM PAGE 2

D:\1999-00\enl_Report_199366_NEWS_ITEM_1.doc and County Councils in backing Silverlink’s campaign to retain its existing paths on the fast tracks. This would necessitate Silverlink acquiring new fast trains speed-compatible with Virgin’s fast trains; an add-on to the Virgin order could provide them. To put Silverlink in a position to fund these trains would require an extension to their franchise, which they are now negotiating. 5.2 Railtrack’s recent Strategic Capacity Review outlined alternative scenarios as to how the increasing demand would be catered for by the Upgrade. Only one scenario (Scenario3), by incorporating a grade-separated flying for the line at , plus two additional fast track platforms at Junction, enables Silverlink fast (new tilting) trains to remain on the fast tracks without restricting the expansion envisaged by Virgin and other north-of- Rugby services. With the fast Silverlink services not needing to use the slow tracks, the capacity freed would give the flexibility and potential for growth required by the increasing demand for travel to/from places between Milton Keynes and Watford. A November 1999 meeting in Milton Keynes of local authorities and others along the Watford-Rugby stretch of the main line demonstrated general preference for Scenario 3. On 15-12-99, Railtrack announced that they would now be planning to retain Silverlink fast trains on the fast tracks. A 20-12-99 Silverlink press release confirmed this, and also stated that Siverlink would be buying fast Virgin-compatible tilting trains as well as paying for the Hanslope . 5.3 Prior to modernisation and upgrade, Railtrack have carried out remedial improvement work at Bletchley and Wolverton stations. Thus, for example, Bletchley has received a new footbridge and platform facilities; and the car park and platforms have been improved at Wolverton. As this work is only intended to make good existing , additional improvements continue to be asked for, e.g., for a station building and improved access to Stratford Road and to the northbound platform at Wolverton. A recent meeting between Silverlink’s Managing Director and representatives of Wolverton Partnership and Neighbourhood Council reviewed further desirable improvements at Wolverton station. (Other possible developments at Bletchley station are noted at paragraph 5.10). 5.4 At Milton Keynes Central, track reorganisation will be required as part of the upgrade. To accommodate the additional trains, the current will become a through platform, which means that trains terminating from the south will no longer need to cross the through southbound tracks, with consequent increased capacity made available. Ahead of the upgrade, a new Virgin waiting area is being installed. B. East-West Rail

5.5 A series of high level discussions between the East-West Rail Consortium and officials of Railtrack, the D.E.T.R. and OPRAF have resulted in a revised business case being prepared for the project. This recommends implementation being phased, with the western section (Oxford/Aylesbury-Bedford) being brought into use first, because no Transport and Works Act procedures are needed, this part of the route already being an operational (albeit in parts mothballed) railway. A pre- qualification application to OPRAF for Rail Passenger Partnership (RPP) funding for this section was submitted by the consortium Summer 1999. In September 1999

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D:\1999-00\enl_Report_199366_NEWS_ITEM_1.doc OPRAF (which by then had become the Shadow Strategic Rail Authority, or SSRA) indicated that the project was eligible for RPP funding by inviting the Consortium to make a formal bid. However, the SSRA stipulated that the bid should be for a single-track 60 m.p.h. railway Oxford-Bletchley, excluding the Aylesbury link and not incorporating an upgrade of the Bletchley-Bedford (Marston Vale) line. Though not the Consortium’s preferred option, if approved, this could pave the way for subsequent improvements ultimately resulting in the full East-West Rail scheme. The developments outlined in paragraphs 5.6-5.8 below, plus possible developer contributions, may allow the Consortium to use the RPP money (if approved) to obtain the preferred full two-track 90 m.p.h. option, including the Aylesbury branch and upgrade of the Marston Vale line.

5.6 In the meantime, Railtrack are proceeding with a project to reactivate the wartime sidings at Swanbourne as a ballast distribution centre. It is intended that a single track, laid to 60 m.p.h. passenger standard will replace the existing disused track between Bletchley and Swanbourne, positioned so that any second track required for East-West Rail can be laid alongside it. Railtrack expect this to be in place by March 2000, so that a ballast train can be parked there daytimes from that date on. The next stage will be to relay eight of the sidings so that Swanbourne can become a major ballast distribution centre for the West Coast Main Line between London and the West Midlands. Railtrack are already discussing this with Buckinghamshire and District Councils’ planning departments, though as the sidings are legally operational railway land, permitted development applies. Four-to-five train movements each way per day are anticipated, almost invariably being during normal working hours. This Council’s planning section is being consulted on the environmental implications of this, particularly as affecting .

5.7 The third stage of the development is to introduce additional facilities, including ballast-cleaning. This necessitates acquisition of part of an adjacent field, and negotiations have already started with the farmer. Transport and Works Act procedures would be required. If all goes to schedule, the project should be completed by 2002. It would provide East-West Rail with some of its required infrastructure, i.e., the new track between Bletchley and Swanbourne, and by virtue of Swanbourne’s location would make reconstruction and maintenance of East- West Rail easier to carry-out. However, as at December 1999, it is less certain that this third stage will be implemented, though this does not affect East-West Rail as regards the reinstatement of the Bletchley-Swanbourne section of line. 5.8 If the full project is completed, Railtrack may then give serious consideration to accessing Swanbourne from the west, thus necessitating reuse of the remainder of the mothballed stretch of line west to Claydon, where there is existing freight use of the line on to Bicester(from where passenger trains already run to Oxford) and on the branch to Aylesbury.If this development does take place, and precedes East- West Rail, again it would aid the latter’s introduction.Also to be seriously considered by Railtrack at this point is the restoration of the west-to-south curve connecting the Oxford line with the West Coast Main Line just south of Bletchley station. Though the track was lifted many years ago, this is still legally an operational railway, so again permitted development applies. However, Transport and Works Act procedures would apply if a grade-separated (flying) junction was

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D:\1999-00\enl_Report_199366_NEWS_ITEM_1.doc needed for the curve to cross the by then faster and more heavily-used main line fast tracks to access the main line slow tracks.

5.9 It is intended that, during implementation of the western section, Transport and Works Act procedures can be progressed for the eastern section, which involves reactivation of most of the long-disused Bedford-Sandy line trackbed , plus some new build to avoid some short stretches which have been built on. Before this can be proceeded with, however, the route to be taken through or around Bedford must be determined. The work carried out so far for the feasibility study and business case shows the inner route through Bedford, using the trackbed of the old Bedford- Sandy line, as being the most cost-effective and generating the highest demand. This route is thus favoured by the Consortium. However, there is some local disquiet at this, and Bedford Borough Council have therefore carried out some consultation to determine whether the inner, or one of two outer routes by-passing Bedford to the south, should be used. As a result of this consultation, Bedford Borough Council’s Environment Committee resolved on 22-09-99 that, though they favoured the outer route, they would accept the inner (town centre) route, provided that various conditions were met and subject to them reserving the right to change this decision once more comprehensive information becomes available. This resolution now awaits confirmation at a Full Council meeting. 5.10 Opening of East-West Rail will require construction of high-level platforms at Bletchley station. Railtrack’s East-West Rail project team has included this in its brief. This development fits in with the need for an eastern (town centre side) pedestrian access and other desirable in-station facilities improvements at the station, as befits its anticipated role as a major between East-West Rail and the upgraded West Coast Main Line.The long-term regeneration of Bletchley town centre, now in its early planning stages, would ideally include redevelopment of the station area; tentative discussions have already started with Railtrack and Silverlink. C. Marston Vale Railway Development 5.11 A recent small-scale study commissioned jointly by Bedfordshire County Council, Mid-Bedfordshire District Council and this Council investigated how access to stations on the Marston Vale (Bedford-Bletchley) line might be improved. The study report lists proposals to improve particularly disabled access at the three stations on the line in Milton Keynes. It can be noted that the need for improvements at Fenny Stratford have, to a large extent, been overtaken by the event of Railtrack recently installing a new level access from Simpson Road to replace the potholed old station access road which is no longer in railway ownership. 5.12 The draft study recommendations were: For station:

· provide dropped kerbs and tactile slabs to A5130 crossing place north of

· provide dropped kerbs and harden the access at the allotments access

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D:\1999-00\enl_Report_199366_NEWS_ITEM_1.doc · provide dropped kerbs and tactile slabs to A5130 at bus stop locations to south of level crossing

· construct footway between east side of level crossing and southbound bus stop, including moving level crossing flasher lights and adjustment to fencing

· construct folded (zigzag)ramp access to northern platform (partly on the base of the demolished shelter

· construct disabled parking/setdown area adjacent to northern platform access ramp

· re-establish lining. Estimated cost £11,600.

For station:

· provide dropped kerbs and disabled parking bay adjacent to eastern bus shelter

· harden footway area on raised kerbs immediately north-west of level crossing

· widen footway on raised kerbs immediately south-west of level crossing

· resurface south-east footway from the level crossing to the roundabout

· include dropped kerbs and tactile slabs in crossing place on the south-east side

· re-establish lining in level crossing area Estimated cost £4,500.

For Fenny :

· Provide dropped kerbs to north radius of access to north-west of level crossing

· Mark out disabled parking space on south side of station entrance · Investigate provision of disabled setting down and parking facilities on private land near to the platform. Estimated cost £500. 5.13 The estimated cost of all the improvements recommended in the study, for all the stations on the line, was £120,000. Rail Passenger Partnership match-funding is being applied for, which reduces the local authority input to £60,000. The Bedfordshire authorities intend to contribute £50,000;Milton Keynes Council is therefore being asked to contribute up to £10,000 towards the cost of the improvements at the three stations in Milton Keynes. This figure contrasts with the

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D:\1999-00\enl_Report_199366_NEWS_ITEM_1.doc estimated total cost for the three Milton Keynes stations of £16,600, which on a match-funding basis would require an £8,800 contribution from this Council. It is recommended that £10,000 be budgeted for, to allow for finalisation of designs. Introduction of these improvements, coupled with Silverlink’s decision to carry wheelchair ramps on the Marston Vale trains (from a date to be confirmed), conforms with the Council’s Sustainable Integrated Transport Strategy objective “that all people should be able to move around conveniently and safely, regardless of their circumstances, with those able to pay doing so”. 5.14 Passenger services on the line continued to be run partly with locomotive-hauled trains through Summer 1999, though a number of cancellations have nevertheless occurred. The new class 150 diesel trains were due to commence full operation of the service with the start of the winter timetable on 27-09-99. The level-crossing improvement programme for the line has now been deferred pending a decision on the future of East-West Rail. However, non-availability of the class 150s led to some journeys continuing to be run with the existing time-expired railcars well into Autumn 1999. D. Bus-Rail Integration 5.15 One of the conditions imposed upon Virgin and Stagecoach before the latter was allowed to acquire a 49% share in Virgin Trains was the introduction of a number of dedicated rail-feeder connecting bus services. At Milton Keynes Central, an express bus service to/from Luton and using Virgin-liveried vehicles started May 1999; and from the same date Stagecoach Express X5 (Oxford- -Milton Keynes-Bedford-)was retimed and rerouted to call at Milton Keynes Central station forecourt, instead of the bus station. 5.16 Local bus services in Milton Keynes (including Quality Bus 5) have also started to be diverted from outside the bus station to the Central railway station forecourt. 5.17 Through-ticketing from Silverlink and Virgin trains is to be introduced early 2000. Application of an add-on fare will allow rail passengers arriving at Milton Keynes Central, Bletchley and Wolverton stations to travel on to anywhere in Milton Keynes (including the country areas) by bus. This applies only to people using day returns and season tickets, and will not (yet) be available for passengers whose journeys start in Milton Keynes. The initial arrangement involves only MK Metro, but ongoing discussions aim to bring in other contract service operators.

6. Implications

6.1 Crime Prevention. None. 6.2 Cultural Planning. None.

6.3 Environmental. All the measures outlined above are aimed at encouraging public transport, particularly rail, use.

6.4 Equalities. The faster, more frequent, new trains on the West Coast Main Line (Section 5A)will provide more travel opportunities and will be to the more accessible standards now required of new trains. East-West Rail (Section 5B) will give a whole range of new travel opportunities avoiding the difficulties of changing between main line stations using the Underground. The proposed Marston Vale ITEM PAGE 7

D:\1999-00\enl_Report_199366_NEWS_ITEM_1.doc accessibility work, outlined in paragraph 5.12, is specifically aimed at making travel easier for disabled people. The integration of bus and rail services noted at 5.15-5.17 will also do this, by making it easier to change between trains and buses.

6.5 Financial. West Coast Main Line Upgrade does not involve any additional expenditure by this Council. However, the Council’s continued involvement in East-West Rail will require an annual contribution of £5000 over the next three years, as agreed at the December 1999 meeting of the Consortium. This can be covered by the existing budget which has financed this Council’s contributions for several years past. For the accessibility improvements to the Marston Vale railway stations, a £10,000 contribution is required from the Council. This money can be found from within the Passenger Transport Promotions and Projects budgets which, underspent in 1999/2000 due to limited staff resources, can be rolled over to 2000/2001. The changes needed by the transfer of bus services from the bus station to the Central railway station are estimated to cost £45,000 (to be finalised after the detailed design stage) and are being financed as part of the Quality Bus Initiative project. The £750,000 required for this project is being sourced from CMK planning gain (£349,500); TPP Minor Works Settlement 1999/2000 (£100,000); CMK car parking revenue 1998/1999 (£110,000); and CMK car parking revenue 1999/2000 (£190,500). Fuller details of the Quality Bus Initiative are contained in Transport Committee 22-06-99 Item 9 “Quality Bus Initiative”; costs and budgetary provision are dealt with in section 6.3 of that paper. Minute numbers T9/00 and T10/00 also refer.

6.6 Legal. Legal input will presumably be needed for Bletchley station redevelopment and, on a smaller scale, for the improvements to the Marston Vale line stations. 6.7 Staff and accommodation. No implications.

7. Conclusions

7.1 Considerable long-term improvement of rail facilities is being planned for Milton Keynes. To progress these has required the Council to obtain funding for the Central station forecourt changes, with some more modest outlay for some of the other projects. More substantial finance may be needed later, notably for East-West Rail and for Bletchley station redevelopment.

Background Papers: None.

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