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Connecting Plymouth and the South West

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Connecting Plymouth and the South West PLYMOUTH’S OFFERS AND ASKS CONNECTING PLYMOUTH AND THE SOUTH WEST 1. Rail Ask Short-term . Urgently reconsiders the DfT’s proposals set out in the Cross Country Rail Passenger Public Consultation suggesting that direct trains from Penzance to the Midlands and the north should end at Plymouth. Undertake the line speed improvements and move from 60mph to 75mph between Totnes and Hemerdon (Plymouth) as part of the track renewal already planned by Network Rail; . To secure Wi-Fi and improvements in mobile connectivity on trains between London and Penzance and actively promote the peninsula’s role in the national pilot for improved Wi-Fi; . Cowley Bridge and Dawlish resilience works 2h15m journey times between Plymouth and London; . Recognises the needs of the South West set out in the 20 Year Plan ‘Closing the Gap’ in the new franchise specifications for Cross Country and Great Western including: . an hourly semi-fast Paddington to Exeter and extended to Plymouth . rolling stock resilient to sea spray at Dawlish . Commit to funding development of outline business case of diversionary route and additional capacity between Exeter and Yeovil junction. Long-term That the Government: . Funds and supports the Peninsula Rail Task Force (PRTF) to oversee the delivery of a fit for purpose rail network for its passengers across the South West Peninsula: A resilient network which is not susceptible to regular disruption due to adverse weather; Faster journey times to London, the South East, the Midlands and the North; and Greater train capacity and facilities to enable travel time to be used productively. Context The South West has lost out because of poor transport investment for over 20 years, averaging £35 per head compared to a national average of £98 per head – leaving our region some £2bn behind other areas. Our regional rolling stock is the oldest, dating back to the late 1970s. The Met Office says climate change incidents will become more frequent, and with Network Rail warning that the line at Dawlish will suffer closure every four years by 2065, the South West remains more vulnerable than many parts of the UK. The events in Dawlish and on the Somerset levels in 2014 highlighted that our rail network is highly vulnerable to impacts of extreme weather events and that urgent action is required to address resilience and improve the connectivity to London and other major cities to unlock business potential and protect the economic output of the region. It has been estimated that these events cost the South West Peninsula’s economy over £1.2bn. During 2016/17 there has been further disruption at Cowley Bridge due to flooding, and the loss of cross-country services at Dawlish whenever high tides and strong winds are forecast, which is becoming an all too frequent event. We welcome and support the improvements and benefits that will be delivered through 2018 and 2019. The imminent introduction of new bi-mode for the London to South West long distance services is good news, but it does not materially change the lack of investment in the South West rail system, still leaving us with the 2nd oldest local train fleet in the UK. Research has shown that productivity falls by 6% for every 100 minutes from London and a journey time reduction of 60 minutes would create a £1.2 billion uplift in GVA for the peninsula. The South West has the potential to thrive economically but remains untapped until improvements are introduced. Rail passenger growth in the South West peninsula, has reached 133% in the South West over the last 21 years1, with local services growing at 5.7% pa, compared with rail industry growth forecasting predictions of between 2% and 3.2%. The annual growth in the number of people using the trains in the South West is double the national rate and demand is outstripping supply. Growth in demand has meant that trains have become cramped, and overcrowded, whilst lack of investment and successive timetable changes has meant that services have also become more unreliable and slow. This will prevent further market growth, and it also limits our potential to attract inward investment. We now believe it is time to look at the level of rail service provision to ensure that it meets the needs of Plymouth and the wider peninsula for the future. The 20 Year Plan submitted to Government in November 2016 by the Peninsula Rail Task Force (PRTF) “Closing the gap: The South West Peninsula strategic rail blueprint”, provides what we believe is a strategic blueprint for improvements and we also welcome the recent additional incremental improvements identified through the work undertaken by GWR and Network Rail (NR) as part of the ‘Speed to the West’ study. 1 ORR statistical release 2017 The report sets out the priorities for investment in the Peninsula’s railway network in the following three areas. 1. Resilience and reliability The events at Dawlish showed the need for greater resilience across our transport networks with an ongoing impact on our trade and commerce. Network Rail warns unless action is taken, events similar to those in 2014 between Teignmouth and Dawlish that closed the railways for several months, will increase by over 600% to 1 in every 4 years by 2065. 2. Reduced journey time and improved connectivity Our ambition is for faster journey times between our key UK markets, including; to London from Taunton in 1:30hr, Exeter in 1:45hr, Plymouth and Paignton in 2:15hr and Truro 3:30hr. 3. Capacity and Comfort Our ambition is to transform our connectivity by increasing the frequency of trains, the number of seats and pioneering digital services to drive a world leading quality passenger experience. Cross Country Passenger Rail Franchise Public Consultation The Department for Transport has however recently issued a consultation on its plans for the Cross Country rail franchise (closing 30th August 2018). This document suggests that direct trains from Penzance to the Midlands and the north should end at Plymouth. The document also describes this part of the world as an extremity of the country’. Describing Devon and Cornwall as extremities with fewer passengers undermines the region’s economic contribution and value. Ending direct rail services at Plymouth can only re-enforce misconceptions about the size and scale of our region. The document also suggests that Plymouth passengers be served by the GWR service ‘picking up the slack’. The proposals do not describe how that gap will be filled other than the suggestion of alternations to the GWR franchise. This means that people accessing Plymouth station for work from stations to the west of Plymouth will no longer be able to rely on a service by Cross Country at a time when we were looking forward to an enhanced railway service. The PRTF and its members including Plymouth City Council will be making it clear to the DfT and Cross Country Trains that this proposal should be rejected and continue making the case for greater capacity through increasing the frequency of the trains driving economic growth and greater intra-connectivity within the South West. Proposals 1. Line speed improvements between Totnes and Hemerdon (Plymouth) Overdue enhancements to track should be considered, where instead of delivering like for like, enhancements could see increased line speeds. The track renewal between Totnes and Hemerdon (Plymouth) planned to be undertaken by Network Rail as part of their asset renewals plan in 2018/19 presents a ‘once in a life time’ opportunity to undertake line speed improvements. Initial work undertaken within the ‘Speed to the West’ study has identified that there is an option to upgrade the line speed from 60mph to 75mph for a distance of 14 miles between Totnes and Hemerdon. This would generate a time saving in excess of 3mins for journeys between Plymouth and Exeter. Confirmation is required that the Office of Rail & Road determination of Network Rail’s Western Route Strategy will include the enhancement of the track as part of the existing track renewal project which is already funded. The additional cost of the enhancement work is estimated at between £20m - £30m. GWR and Network Rail have identified that this enhancement scheme has a Benefit to Cost Ratio of 6.07 (rated as very high value for money). 2. Promote the South West Peninsula’s role in the national WiFi pilot on trains We would also ask that the DfT commences work on the improvements to Wi-Fi before 2019, rather than waiting until the start of the new franchise in April 2020, especially given the potential for the GWR franchise to be extended to 2020. Modern standard Wi-Fi and mobile connectivity should be available and usable on all trains to/from and within the South West Peninsula by 2020 in line with the DfT rolling stock perspective[1]. Express trains and Regional services should also have on board entertainment systems that allow customers to use their own devices to access the entertainment and reduce the use of Wi-Fi bandwidth required. As part of the 5G strategy, the Government has committed to improving mobile coverage where people live, work and travel, including on trains. This involves upgrading the digital infrastructure along rail tracks to include installing fibre optic cables and mobile masts to provide gigabit speeds to trains. One pilot area was established last year along the Trans Pennine route between Manchester and York, in partnership with Network Rail. Evidence gathered to inform the PRTF Closing the Gap study demonstrated the link between long journey times and lost economic productivity. Good WiFi connection would significantly improve productivity during journeys by allowing people to use travel time constructively.
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