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Improving the Rail Service in the Hope Valley

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Improving the Rail Service in the Hope Valley Hope Valley Railway Users Group Improving the quality and frequency of our rail service IMPROVING THE RAIL SERVICE IN THE HOPE VALLEY by THE HOPE VALLEY RAIL USERS GROUP [HVRUG] 1 2 Contents ACKNOWLEDGEMENTS 4 1. EXECUTIVE SUMMARY 5 1.1 Hope Valley Rail Users Group 5 1.2 First improvements in 2011 5 1.3 Long-term improvements to rail infrastructure 5 1.4 Franchise Renewals Opportunities 5 1.5 The Hope Valley Rail Survey 6 1.6 The Survey Findings Justify our Campaign for Continuing Improvement 6 1.7 Conclusion 6 2. THE KEY FINDINGS OF THE HOPE VALLEY RAIL SURVEY 7 2.1 The Hope Valley Line 7 2.2 60% of respondents would make more use of the service 7 2.3 More frequent, regular and evening trains are needed 8 2.4 Better co-ordination with buses 9 2.5 Main destinations of journeys 9 2.6 Main purposes of journeys 10 2.7 And tourism? 11 PRIORITIES FOR IMPROVEMENT 12 3.1 80% growth in usage on Hope Valley line 12 3.2 Incremental improvement v. brand new timetable 12 (a) Northern franchise 12 (b) First TransPennine Express franchise 13 FINAL CONCLUSION 14 APPENDICES 15 Cover: The 14.14 Sheffield–Manchester (142 040) collects its passengers from Grindleford on 7 November – the author is boarding the second coach. 142s have recently been replaced by 150s on some trains, whilst the obvious step up here has prompted plans for a Harrington Hump on this platform. Robert Pritchard 3 Acknowledgements • £2000 grant from High Peak & Hope Valley Community Rail Partnership (CRP) • Support from Mike Rose, CRP Project Offi cer • 11 Parish Councils in the Hope Valley who supported the Survey and helped to distribute it • 1305 Hope Valley residents who completed the Survey • Neill Bennett , Senior Project Offi cer and the Derbyshire County Council Transportati on Data and Analysis Team who analysed the Survey • Andrew Dyson and colleagues from “Platf orm 5” who edited and prepared the layout • The HVRUG Stati sti cs & Business Case Sub-Group Kath Aspinwall Stephen Briscoe David Palmer Mike Pedler The hills pierced by Cowburn Tunnel are covered with snow as 150 276 passes Nether Booth (between Edale and Hope) with the 10.45 Manchester–Sheffield on 8 January 2010. Robert Pritchard 4 1. Executive Summary 1.1 The Hope Valley Rail Users Group The Hope Valley Rail Users Group (HVRUG) exists to press for improvements in the train service through the Hope Valley. It has been doing this for over twenty years and currently has some 100 members. The Hope Valley rail line connects the two major cities of Sheffield and Manchester and brings passengers to a popular part of the Peak District. Despite this, the stopping service is one of the least frequent in the country. It is hourly at best and for a substantial part of the day and evening trains run only every two hours [see Appendix 1]. Even so, the line has seen an 80% increase in passenger numbers in the past seven years, which is twice the national average. 1.2 First Improvements in 2011 HVRUG’s campaigning about the inadequate service for commuters has helped to bring about a first success. An additional train now provides an hourly service during the evening rush hours in both directions. Though it is difficult to find extra pathways on a busy line used by stopping trains, fast trains and freight trains, one member devised an ingenious way of obtaining an extra train in each direction at almost no additional cost. Tremendous support came from all parties involved including the local MPs, but the local quarry and freight operators deserve special mention for adjusting their pathways to permit the new trains. As a result there are now five consecutive hourly trains in both directions during the workday evening rush-hour. The improvement is very clear. [See appendix 2] 1.3 Long-term Improvements to Rail Infrastructure In his budget of 22nd March 2012, the Chancellor of the Exchequer announced new infrastructure funding including support for major rail improvements to reduce congestion at Manchester Piccadilly and turn it into a “Northern Hub”. As part of this he promised improvements on the Hope Valley line, which we learn will include the restoration of double tracks at Dore and a passing loop at Grindleford and/or Chinley. This is very welcome, because the absence of these facilities, combined with an antiquated manual signalling system, has been a major obstacle to timetable improvements. No announcement has yet been made on the precise specifications or when this work will commence, but this comes at a good time because of current franchise renewals. 1.4 Franchise Renewals Opportunities Northern Rail operates the Hope Valley line as part of the Northern Franchise which the Department of Transport has just extended until 1st April 2014. This means that the terms for the new franchise contract will shortly be subject to consultation, which will be a significant opportunity for HVRUG to press for further timetable improvements. The First TranPennine Express and the East Midlands Trains franchises both also expire by March 2015, and provide an opportunity for another of HVRUG’s ambitions to obtain a selective number of fast trains stopping at one of the five Hope Valley stations. 5 1.5 The Hope Valley Rail Survey With these opportuniti es in mind, this is a criti cal ti me to assemble evidence of the value of the rail service, its current defi ciencies, the benefi ts that improvements would bring to both residents and tourists, and to the economies of the Hope Valley and the northern Peak District. Some of the best and most recent evidence comes from a survey which HVRUG conducted last year. In the autumn of 2011 with the generous help of a grant from the High Peak & Hope Valley CRP and also with the help of volunteers from the eleven Hope Valley Parish Councils postal survey questi onnaires were distributed to every household in the Hope Valley. Residents were asked whether they used the railway, and especially what would encourage them to use the railway more? 1305 questi onnaires were returned and analysed from a total of 3500 delivered, a remarkable response rate of 37% (over 40% in some Parishes-see Appendix 3). As returns of 10-20% are normal in this kind of survey, this is a great achievement which indicates the importance of the railway line for those living in the Hope Valley. 1.6 The Survey Findings Justi fy our Campaign for Conti nuing Improvement 60% of our respondents would use the rail service more frequently if there were a bett er ti metable, and a bett er ti metable is their top priority. This applies both to commuter travel and leisure-ti me use. Our calculati ons suggest that this would mean almost 30,000 extra return journeys per year by residents alone, before tourists are added. These fi ndings and this survey form the basis of our campaign for bett er services. 1.7 Conclusion This report makes a strong case for a regular hourly service on the Hope Valley line. Given an improved service, the residents of the valley will alone ensure a conti nuati on of the rapid growth of usage seen over the last seven years. Leisure use of the line is as important as commuter use, and the current evening service is a barrier to this, and should be improved as soon as possible. Tourism is a second potenti al source of further growth and an hourly Sunday service would be the single easiest way to capture part of this latent demand. Finally, if the full hourly service must wait for infrastructure improvements, then improvements to the morning rush-hour service that could be funded immediately, would move us in the right directi on. Emily aged 2 ½ delivering survey questionnaires in Hope 6 2. The Key Findings of the Hope Valley Rail Survey The results of the survey are reported under 7 headings: • The Hope Valley Line • 60% of Respondents would like to make more use of the service • More frequent and Regular Trains including Evening Services • Improved Co-Ordination with Buses • Destinations • The Purpose of Journeys • And Tourism? What follows is a summary of the main findings of the survey. A full analysis of the Hope Valley Rail Survey 2011/12 can be found on our website www.hopevalleyrail.org.uk. 2.1 The Hope Valley Line The Sheffield to Manchester line enters the Hope Valley from the Totley tunnel in the east, having crossed underneath the Ringinglow and Totley Moors and runs westwards along the floor of the valley to the Cowburn Tunnel, which takes the train beneath the southernmost Pennine hills towards Chinley. It stops at five stations in the valley: Grindleford, Hathersage, Bamford, Hope and Edale and is a means of access to some of the most attractive scenery of the Peak National Park. It is a popular choice for recreational activities for both Manchester and Sheffield residents, and has a wider national appeal particularly with the start of the Pennine Way at Edale, and the gritstone rock- climbing crags in the Valley., The Hope Valley has a resident population of approximately 8000, and the railway attracts some additional users from villages and towns to the south, such as Eyam, Calver and even Bakewell. The map at the beginning shows the course of the rail line through the valley. 2.2 60% of respondents would make more use of Trains The key result from the survey is that 60% of respondents said that given a more reliable, Fig 1: hourly rail service, they would use it more.
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