Covcc Report To

13 abc Public report

Report to Cabinet 8 August 2006

Report of Director of City Development

Title Rail Franchises for Cross Country and West Midlands Services

1 Purpose of the Report

1.1 The purpose of the Report is to consider a response to suggestions made by the Department for Transport in the Draft Franchises for Cross Country and West Midlands rail services.

2 Recommendations

The Cabinet are recommended to agree the comments made in paragraph 4.6 of this report.

3 Information/Background

3.1 The Department of Transport issued Draft Franchises for Cross Country and West Midlands rail services on 8 June 2006. They sought responses to these documents (as well as one for the East Midlands which does not affect the City) by 7 August 2006. Officers have confirmed with them that your recommendations included in this Report will be considered although they will technically have been received after the deadline. It is intended that the franchises will operate from November 2007 although some services will be revised in conjunction with the introduction of improved services on the West Coast Main Line (WCML) in December 2008.

Cross Country franchise

3.2 The Cross Country franchise is similar to that currently operated by Virgin Trains but modified in the light of:

• experience of travel patterns: • improvements to the WCML; • other changes in rail franchises; and • operational difficulties at Birmingham New Street.

The immediate consequence of this is that direct services through Coventry will only run between Bournemouth and Manchester.

3.3 In general, experience has shown that there are few passengers that make a complete journey from one end of the country to the other but a considerable amount of both inter- and intra-regional trips. This means, for example, that there are considerable flows between Cornwall, Devon and Bristol and between Bristol and Birmingham as well as local flows along the Leamington/Coventry/Birmingham International/Birmingham New Street (BNS) corridor.

3.4 Improvements to the WCML have led to the conclusion that these services to Glasgow should be preferred to the continued Cross Country operation. Passengers will be expected to change at BNS to the improved WCML services.

3.5 Other changes mean that direct services to Brighton will now be terminated at Reading where there are many possibilities for onward travel. Services from Birmingham to Stansted Airport and between Nottingham and Cardiff will be transferred to the Cross Country franchise from the current Central Trains franchise.

3.6 It is suggested that services on particular routes follow the most convenient path at BNS minimising crossing other routes and services. The consequences of this are that:

• services which currently run through Coventry to the East Midlands, Yorkshire, Tyneside and Scotland will no longer do so; and • more passengers will need to change platforms at BNS.

The need for passengers to change platforms at BNS will be more of a problem as the "Gateway" proposals for the redevelopment of the station are implemented.

West Midlands franchise

3.7 The West Midlands franchise consists of an amalgamation of the current Silverlink County services (London-Northampton) with the parts of the current Central Trains franchise that operate over the former London & North Western Railway lines. Other parts of the current Central Trains franchise will be operated by the proposed Cross Country and East Midlands franchises, by extension of the Chilterns Trains franchise and by other franchises.

3.8 A benefit from this change will be the likely improvement of the Birmingham to Coventry service to 3 trains an hour with 2 of these being extended to Rugby and Northampton which will improve connectivity from Coventry to the east as well as provide additional fast services to Birmingham. Conversely, it is unclear what effect this will have on the current services which stop at Canley and Tile Hill stations in conjunction with the improvement of the WCML services to 3 trains per hour.

3.9 As far as the Coventry-Nuneaton line is concerned, this is referred to briefly as part of the "Community Rail Strategy" section. It refers to the lack of a Community Rail Partnership and indicates that the DfT will "designate the service rather then the line". Officers have attempted to establish exactly what the DfT mean by this as well as its implications but have been unable to do so. It appears to mean that the passenger services are regarded as subordinate to the freight needs on the line.

General Issues

3.10 There is an ongoing issue with overcrowding on most services in the West Midlands during peak hours whether operated by Virgin or Central Trains. Both franchise documents refer to the need for longer trains for increased capacity and recognise the consequential need for longer platforms and/or the ability to operate selective door opening.

4 Proposal and Other Option(s) to be Considered

4.1 In the light of these suggestions, your officers have made considerable attempts to influence the reports being taken to:

• the Passenger Transport Authority (PTA); • the Planning & Transportation (P&T) Sub-Committee; and • the Regional Transport Partnership (RTP).

4.2 The original PTA Report already raises the issues of:

• the loss of direct rail connections between Coventry and Birmingham International and the East Midlands, Yorkshire, Tyneside and Scotland; • the increased need for passengers to change platforms at BNS; • service patterns on the Coventry line; and • general issues with overcrowding.

The comments on service patterns on the Coventry line are vague which is a consequence of Centro's involvement in the process of establishing appropriate service levels which precludes direct statements on their objectives.

4.3 The report has the ability to be altered before its final submission and the current draft refers to the need for active co-operation to improve services on the Coventry-Nuneaton route.

4.4 The P&T Sub-committee report,(which is attached as an Appendix to this report) appears to be based on the original PTA report refers to the loss of direct rail connections to the East Midlands, Yorkshire, Tyneside and Scotland, the increased need for passengers to change at BNS and general issues with overcrowding. It does not, however, refer to service patterns on the Coventry line and, most importantly, still contains inappropriate wording with regard to the Coventry-Nuneaton services that the revised PTA report has altered.

4.5 The RTP report is expected to take all these points apart from the Coventry line one (bullet 4 below) into account

4.6 Notwithstanding the coverage in the other reports, your officers consider it important for you to comment on:

• the loss of direct rail connections from Coventry to the East Midlands, Yorkshire, Tyneside and Scotland;

• the consequential increased need for passengers to change platforms at BNS;

• support for the improved services suggested between Birmingham and Northampton;

• concerns that Canley and Tile Hill station (the latter in particular) retain a consistent service pattern, preferably 3 services per hour;

• the need for franchisees to actively co-operate with the PTA, the City Council and Warwickshire County Council to develop proposals for improved services on the Coventry-Nuneaton route;

• issues with overcrowding on existing services and the need for franchisees to address this through a combination of longer trains and longer platforms.

5 Other specific implications

5.1 Implications No

(See below) Implications Neighbourhood Management √ Best Value √ Children and Young People √ Comparable Benchmark Data √ Corporate Parenting √ Coventry Community Plan √ Crime and Disorder √ Equal Opportunities √ Finance √ Health and Safety √ Human Resources √ Human Rights Act √ Impact on Partner Organisations √ Information and Communications Technology √ Legal Implications √ Property Implications √ Race Equality Scheme √ Risk Management √ Sustainable Development √ Trade Union Consultation √ Voluntary Sector – The Coventry Compact √

6 Monitoring

6.1 When the final franchise specifications are issued (probably October 2006), it will be possible to see whether changes have been made in line with the City Council's suggestions. A further report may be appropriate at that time.

7 Timescale and expected outcomes

7.1

Yes No Key Decision √ Scrutiny Consideration √ (if yes, which Scrutiny meeting and date) Council Consideration √ (if yes, date of Council meeting)

List of background papers

Proper officer: Director of City Development

Author: Telephone 024 7683 1315 Martin Trewinnard, Senior Policy Planner, City Development Directorate (Any enquiries should be directed to the above)

Other contributors: Colin Eastman Transport Strategy Ex 1387

Papers open to Public Inspection Description of paper Location

Agenda Item: 17

WEST MIDLANDS PLANNING AND TRANSPORTATION SUB COMMITTEE

Date: 28TH JULY 2006

REPORT OF CEPOG

Department for Transport Rail Franchise Consultation

1. Purpose of Report

1,1 To agree a response to the Department for Transport’s consultation document issued on the 8th June 2006 which sets out the proposed base specification for the new West Midlands Rail Franchise and the revised Cross Country Franchise. Such responses are required by 7th August 2006.

2. Recommendations

2.1 That the Planning and transportation Sub Committee agree that the responses to the consultation from the Joint Committee be as set out in Appendix 3 for the West Midlands Rail Franchise and Appendix 4 for the Cross Country Franchise, or as amended at your meeting.

3. Report Details

3.1 Background

The Railways Act 2005 proposed a new structure for the rail industry with the role of the Strategic Rail Authority being abolished and its responsibilities split between the Rail Regulator, Department for Transport (DfT) and Network Rail. DfT have taken over the rail franchising process and have previously announced the splitting of the Central Trains franchise which covers much of the West Midlands Region. Most of the ‘eastern’ services are combined with Midland MainLine to form a new East Midlands franchise. Longer distance services are added to a retendered Cross Country franchise, leaving the West Midlands rump to be added to Silverlink Country services to form a new West Midlands franchise. The intention was to reduce the number of franchises and more closely match the Network Rail regions to simplify co-ordination. Three franchise maps are attached.

3.2 Objectives

The objectives stated by the DfT are broadly similar for the 3 franchises, i.e.

To achieve better value for money by more closely matching resources to demand, reducing subsidy.

Improving performance by developing service patterns which operate reliability.

Encouraging bidders to accommodate current and future demand through suitable rolling stock.

Alignment with major projects (e.g. West Coast Route Modernisation) and stakeholder aspirations.

Promoting safety, security, accessibility and flexible ticketing.

3.3 Consultation

The three documents issued by the DfT on 8th June 2006 represent the base specification which bidders (train operators) will use to price operations. The timescale for all 3 franchises assume consultation responses by 7 August 2006 with invitations to tender (for shortlisted bidders) in October 2006, bids in by February 2007 and new franchises due to start November 2007 for around 8 years.

Members should note that it appears that these documents will be the only opportunity for the Partnership to comment. Centro will no longer have a right to be a signatory for the West Midlands metropolitan area, although stakeholders are asked to propose increments (extra services) or decrements (reduced services). The former should preferably have a business case and have support funding available.

3.4 Issues

The DfT will be seeking bidders to take a view on likely future demand and to plan to meet that demand. However, bidders will be required to assess the impact of applying DfT’s national crowding standards across the franchise and not Centro’s standards and will be expected to drive down subsidy. The DfT will be applying its national fares regulation policy of RPI plus 1% to commuter fares in the West Midlands. The DfT is not proposing to do any regulation of off-peak fares that are currently specified by PTA/Centro for the metropolitan area. Similarly the operator, not Centro, will hold the revenue risk.

There is a separate priced option to remove Snow Hill Line services from the franchise with Chiltern Railways asked to cost their operation as a separate bid.

Key unknowns at the moment are the impact of West Coast 2008 timetable; rolling stock quality and quantity; the loss of through services for Cross Country; station staffing level and the need to improve services to Birmingham International Airport.

There is the power to include increments and decrements and one possibility would be the Walsall to Wolverhampton service and reinstatement as an increment, especially as Walsall would suffer most as a result of the changes.

4. Financial Implications

4.1 There will be implications for the cost to West Midlands PTA and therefore the district councils on any additions or changes to the specification that are put forward.

5. Contact

Chris Haynes Head of Transportation Strategy Birmingham City Council 0121-303 7421 chris.haynes@birmingham,.gov.uk

APPENDIX 1

The Proposed DfT Base Case Specification

WEST MIDLANDS FRANCHISE

Commuter fares and protected fares are assumed to be capped at a growth rate related to the Retail Price Index (RPI) + 1% throughout the franchise term. In the new franchise it is proposed that commuter fare regulation be adopted in the Birmingham area, as is already the case in the London area. This would represent a change in fares policy for Centro sponsored services in the West Midlands. Centro specifies all fares in relation to its services and currently applies a policy of RPI +1% to peak fares and RPI to off-peak fares. Under commuter fare regulation, it is proposed that standard class full fare single and return tickets and season tickets would be regulated, with bidders being required to participate in the “Centrocard” multi-modal ticketing and concessionary fares schemes.

The new franchise is expected to be innovative in its use of new technology in order to achieve increased revenue, make access to the network easier and more attractive to current and potential passengers and to make efficient use of capacity. Bidders are expected to explore ways of utilising technology to allow: a review of the retailing strategy; offer new products including tickets priced according to the time of travel; and improve ease of public access to information on the services of the franchise.

The DfT expects to see a realistic rolling stock strategy for all routes within the franchise area. As highlighted in the West Midlands RUS, a range of measures need to be considered as part of a solution to accommodating current and predicted future demand, measures include: longer trains; additional rolling stock; internal reconfiguration of rolling stock; and different types of train. Bidders will be expected to demonstrate efficient and effective use of the extensive range of fleet maintenance and stabling facilities through the development of a depot strategy and depot and maintenance plan.

Bidders will be encouraged to consider a range of measures as described above through the fares and rolling stock strategy to manage demand, particularly where there is limited scope for additional trains to be operated into London Euston and within the West Midlands in the peak periods.

Bidders will be required to commit to a base service pattern specification for the franchise. This will include a specification of train services through a Service Level Commitment (SLC), SLC1 will operate from November 2007 to December 2008 and SLC2 which will operate from December 2008 until the end of the franchise. This approach reflects major timetable changes which will be implemented in December 2008 following completion of the WCML Route Modernisation.

SLC1 and SCL2 form a minimum base specification; bidders will be able to propose additional services and will be expected to respond to changes in demand and any opportunities arising from changes in railway infrastructure through the life of the franchise.

The document sets out the principles of changes which the DfT proposed in relation to the overall pattern and frequency of services, minor detailed changes to the timetable may be necessary as the December 2008 timetable is further developed by Network Rail and the West Midlands franchisee. Key alterations to the current timetable are set out below.

From completion of the WCML upgrade in December 2008, further significant changes are proposed to inter-city regional and local services. Inter City journey times will be reduced and frequencies between London and Birmingham/Manchester/Glasgow/Chester will be increased. In terms of the West Midlands franchise, the following changes are proposed from December 2008:

• new hourly service London – Crewe semi-fast service with a potential extension to Liverpool; • introduction of a new hourly Birmingham – Manchester semi-fast service. It is proposed that the current Birmingham to Crewe/Liverpool/Preston services operated on this corridor will be replaced by this service. Calls of this service may be possible at certain stations between Birmingham and Wolverhampton; • re-introduction of an all-day 2 trains per hour Northampton to Birmingham service; and

• operation of a regular Birmingham – Liverpool service. Call of this service may be possible at certain stations between Birmingham and Wolverhampton.

As far as local services in the West Midlands area are concerned, the service levels and patterns in the June 2006 timetable are, with some specific exceptions, considered to be appropriate. As highlighted in the West Midlands RUS, many parts of the West Midlands rail network are operating close to capacity, particularly at peak times, and there is little opportunity to increase train service frequency without infrastructure investment. The DfT base specification therefore proposes only limited changes to the current timetables. These modifications include the case for the withdrawal of the Walsall to Wolverhampton service from December 2007 and the curtailing of the Birmingham – Walsall – Cannock – Stafford Service which have poor levels of patronage and would allow a re-assignment of resources, an improvement in operational performance and enhance value for money.

The consultation document acknowledges that demand management measures currently being progressed through the Transport Innovation Fund may be implemented in the West Midlands through the franchise period. Such initiatives may result in significant changes in train service capacity, frequencies and associated investments in infrastructure and rolling stock. Should such a scheme be implemented the Change Mechanism within the Franchise Agreement would be required.

The DfT is keen to see improvements in the financial performance and usefulness of local and rural lines through the application of the Community Rail Development Strategy. There are four services within the West Midlands franchise which have been designated as community rail lines; of interest is the Coventry to Nuneaton and Stourbridge Branch Line. Bidders will be expected to consider how they will work with local communities to implement the Community Rail Strategy on these lines.

The DfT expected bidders to detail in their bids their proposals to ensure compliance with the Disability Discrimination Act 1995. Bidders will be required to describe in detail their compliance strategy to both stations and trains.

Bidders will be required to establish and arrange a Minor Works Fund for each franchise year. Minor works are defined as small-scale physical alterations or additions to improve accessibility to stations. The franchisee will also be required to assist with the DfT’s Access for All and Small Scheme Fund which proposes to enhance the accessibility of the rail network through works at rail stations. The franchisee is expected to develop these works in co-operation with Network Rail, Passenger Transport Executives (PTEs), Local Authorities and any third party funders.

Stations are seen as an important aspect of the franchise as enhancing the facilities at stations make rail travel more attractive to passengers. Bidders are expected to demonstrate how they will achieve continuing improvements in service levels at stations, address issues of safety and security, accessibility by foot, cycle and other modes of public transport, and improvements to both car parking and cycle storage. Bidders are also expected to outline plans for station enhancements and any opportunities to lever external funding from local authorities, PTEs or other third parties. Bidders will also be required to cost and programme the achievement of Secure Station Accreditation (SSA) for those stations with significant levels of footfall.

Variations to the Proposed DfT Base Case Specification

In addition to the Base Case Specification, bidders may be asked to submit proposals for a number of priced options. The options might involve additional services or possibly a reduction in the level of service. One of the purposes of the consultation document is to seek views as to whether there are any initiates the DfT should include.

For parties wishing to propose increments or decrements to the base case specification sufficient evidence should be submitted to demonstrate suitability in-line with franchise objectives. It is recognised that for more complex proposals there would be a requirement for a more thorough business case analysis and operational assessment, initiatives which the DfT believe should be tested by the market in this way include:

• Stratford on Avon/Leamington Spa – Birmingham Snow Hill – Kidderminster/Worcester/Great Malvern and Stourbridge Junction/Town services. A bid is being sort from Chiltern Railways for the operation of the services in parallel to any assessment undertaken within the West Midlands Franchise to assess value for money;

• Provision of a half hourly off-peak service between Birmingham and Hednesford by extension of hourly Birmingham – Walsall limited stop services. This is subject to third party funded infrastructure works to ensure that freight capacity on the route is not adversely affected; • Extension of the existing Birmingham – Shirley service to Whitlocks Ends, subject to third party funded infrastructure works; • Provision of a half hourly service between Watford Junction and St Albans Abbey, subject to a satisfactory business case and third party funded infrastructure works; and • Bedford – Bletchley Line. Extension of services to Milton Keynes, subject to a satisfactory business case and third party funded infrastructure works.

Major Schemes & Third Party Promoted Schemes

The proposed DfT base specification is consistent with the completion of the WCML upgrade works, if other major scheme are developed or implemented during the period of the franchise, the franchisee will be required to co-operate with such schemes. The following major schemes may affect the franchise:

• Birmingham New Street station ‘gateway’ project; • Network Rail signalling renewals in the West Midlands area; • East – West Rail Link between Oxford and Cambridge via Milton Keynes and Bedford; • Croxley Rail link extending the Metropolitan Underground Line to Watford Junction; and • London 2012 Olympic and Paralympics Games.

There are also a number of other schemes promoted by third parties that could, subject to feasibility, business case and funding be delivered through the life of the new franchise. Bidders will be encouraged to work with third party promoters to develop the feasibility of these projects, which include:

• Bromsgrove Station - a package of improvements to the station including platform extensions; • Northampton Station - major office development which could provide additional car parking capacity for the station and generate additional commuting demand; • Cannock Line (Rail “Showcase”) – station improvements and enhancements at stations on the Cannock Line in the West Midlands; • Brinsford New Station - a developer promoted station north of Wolverhampton on the line to Stafford which could offer a significant park and ride facility; and • New Stations – the West Midlands RUS identified possible other new stations including: Aldridge; Arley; Baschurch; Brownhills; Chatterley Valley; Churchbridge; Coventry Arena; Dosthill; Fradley; Galley Common; Pelsall; Pleck; Rushall; Rushwick; Shrewsbury Parkway; St Peters; Streetly; Trentham Lakes; Willenhall and Withington.

APPENDIX 2

The Proposed DfT Base Case Specification

CROSS COUNTRY FRANCHISE

Commuter fares and protected fares are assumed to be capped at a growth rate related to the Retail Price Index (RPI) + 1% throughout the franchise term. The new franchise is expected to be innovative in its use of new technology in order to achieve increased revenue, make access to the network easier and more attractive to current and potential passengers and to make efficient use of capacity. Bidders are expected to explore ways of utilising technology to allow: a review of the retailing strategy; offer new products including tickets priced according to the time of travel; and improve ease of public access to information on the services of the franchise.

The DfT expects to see a realistic rolling stock strategy for all routes within the franchise area. A range of measures need to be considered as part of a solution to addressing crowding issues, measures include: longer trains; additional rolling stock; internal reconfiguration of rolling stock; and different types of train. Bidders will be expected to demonstrate efficient and effective use of the extensive range of fleet maintenance and stabling facilities through the development of a depot strategy and depot and maintenance plan.

Bidders will be expected to demonstrate how they would use modern demand management tools to spread loadings across trains and make the best use of available capacity.

SLC2 will be largely based on the timetable operated today. The wider changes associated with SLC2 will be introduced when the WCRM has been completed. In order to allow additional capacity to be targeted where it is most needed, the DfT is considering the re-structuring of the cross country network to create six simple service groups as follows:

• Plymouth to Edinburgh via Leeds (with some extensions to/from Penzance & Aberdeen); • Reading to Newcastle (via Doncaster); • Bristol to Manchester; • Bournemouth to Manchester (via Coventry); • Cardiff to Nottingham; and • Stansted and Cambridge to Birmingham.

The DfT suggested that this would have the following benefits:

• It allows additional capacity, particularly in the form of longer trains to be provided where they are most needed to reduce crowding and accommodate future growth; • The simple structure, with a regular interval timetable, should result in better performance on the approaches to Birmingham New Street; • In the longer term, this structure would allow the best use of the limited capacity at Birmingham New Street; • It would provide for a new hourly service between Manchester and Bristol, where demand is strong despite a lack of through trains.

Bidders will be required to set out their proposals for how they would use these paths to accommodate existing demand and how future growth would be accommodated.

The DfT is keen to see improvements in the financial performance and usefulness of local and rural lines through the application of the Community Rail Development Strategy. The DfT expects the New Cross country Franchisee to co-operate with Community Railways where they interface with them.

Cross Country do not currently operate station, this arrangement continues in the New Cross Country franchise. Bidders will be expected to demonstrate in their bids how they will work with station operators to achieve continuing improvements in service levels at stations, address issues of safety and security, accessibility by foot, cycle and other modes of public transport, and improvements to both car parking and cycle storage.

Variations to the Proposed DfT Base Case Specification

For parties wishing to propose increments or decrements to the base case specification sufficient evidence should be submitted to demonstrate suitability in-line with franchise objectives.

Major Schemes & Third Party Promoted Schemes

The proposed DfT base specification is consistent with the completion of the WCML upgrade works and does not assume any other major infrastructure changes. If any major scheme are developed or implemented during the period of the franchise, the franchisee will be required to co-operate with such schemes. The following major schemes may affect the franchise.

• Network Rail signalling renewals in the West Midlands area; and • London 2012 Olympic and Paralympics Games.

There are also a number of other schemes promoted by third parties that could, subject to feasibility, business case and funding be delivered through the life of the new franchise. Bidders will be encouraged to work with third part promoters to develop the feasibility of these projects, which include:

• Reading Station – possible interventions to improve train capacity and flow to and through the station; • Worcester Parkway – development of new park and ride station to Worcester to provide access to national long distance rail services; • Worle Strategic Interchange – improvements to the station to facilitate calls be inter-city services and provide a park and ride facility; • Gloucestershire Parkway station – development of an integrated bus, park and ride and station facility, should funding be secured the station would be completed by 2011; and • Kenilworth station – new station facility which could be served by the New Cross Country franchise.

APPENDIX 3

West Midlands Franchise Consultation – Sub Committee Response

3. Introduction

1.1 The West Midlands Planning and Transportation Sub-Committee represents such interests across the conurbation. We welcome the consultation on the specification of the West Midlands Franchise by the Department for Transport and wish to see the rail network play an increasing role in help meet our economic, social, environmental and transport objectives.

1.2 The response is set out in terms of key issues for the metropolitan area.

3. Demand Growth

.1. The growth in rail demand in the West Midlands has been stronger than the national average over recent years, with the RUS identifying the key routes and stations that have experienced the highest growth. Demand growth will continue to be strong into central Birmingham where major redevelopment will continue to attract rail users as few parking spaces are allowed in such developments. To realise this demand growth capacity will need to be expanded:

.1.1. On trains .1.2. At Birmingham New Street station .1.3. At car parks

.2. The capacity on trains should primarily be provided by running longer trains. London overcrowding standards are not appropriate, as this will encourage more cars on to the roads of the West Midlands.

.3. Longer trains will require longer platforms and greater use of selective door opening. More rolling stock will also require enhanced depot facilities.

.4. Birmingham New Street will also need its passenger handling capability enhanced if the rail network is to grow. Delivery of the Birmingham Gateway project is therefore critical for the long-term success of the franchise and a business case has been submitted.

.5. Over 47% of commuters arrive at their origin station by car. There are over 6000 free car parking spaces at 37 stations. Most of the car parks are oversubscribed and are acting as a serious constraint on demand growth, especially in the off-peak. The West Midlands Local Transport Plan proposed to expand park and ride provision and is encouraging expansion in surrounding authorities.

.6. Over the course of the franchise it is possible that road demand management measures might be introduced in the West Midlands supported by the government’s Transport Innovation Fund (TIF). This could have a very significant impact on rail demand.

3. Services

.1. It is welcome that the DfT considers that the majority of local rail services in the West Midlands are operating at an appropriate frequency. These services have been incrementally expanded over the life of the Central Trains franchise through funding provided by WMPTA/Centro and this helped to meet wider objectives.

.2. The service pattern has also been developed to deliver improved performance, and WMPTA/Centro has worked with Central Trains over timetable changes to improve performance. The upwards trend in performance is very welcome. However there will come a point where further performance improvement will have to accommodate increasing capacity and, in some cases, higher frequencies.

.3. The greatest impact the proposed service specification will have is on Walsall as all routes to the town will potentially see services worsened. Walsall District has a population of 250,000 (larger than neighbouring Wolverhampton), and its connectivity with the national rail network is of key importance, especially considering the significant urban regeneration which is occurring in the area. In particular:

.3.1. Walsall-Wolverhampton: The Regional Spatial Strategy Phase 1 work identifies significant development opportunities. Walsall to Wolverhampton rail service should form part of the DfT’s base specification as it provides an important public transport link between two major population centres in the West Midlands. It also provides important InterCity linkages for Walsall. Reducing passenger services in the West Midlands is not acceptable at a time when the region is working with the DfT on developing measures to combat congestion. The PTA would like to see proposals brought forward for a 30 minute frequency on this route.

.3.2. Walsall-Birmingham International: The potential impact of the December 2008 West Coast timetable on the Walsall line has to be considered that the current service pattern or an acceptable alternative on the route is compatible with the proposed 20 minute frequencies of London services on the Coventry line.

.3.3. Walsall-Stafford: The proposed curtailment of the current Stafford service at Rugeley Trent Valley will further reduce Walsall’s direct linkages with InterCity services, and link through to Stafford. This curtailment would only be acceptable if the Rugeley Trent Valley to Birmingham service is enhanced to half-hourly, thus both improving the Rugeley to Birmingham service and also the connections at Rugeley Trent Valley into the new Euston – Crewe service. Rugeley Trent Valley station would also need to be upgraded if it is to adequately fulfil its interchange role.

Service Improvements are supported in the following areas:

.4. Enhanced services between Birmingham and Hednesford with line speed improvements which are needed to facilitate this.

.5. Interchange services on the Wolverhampton line calling at Smethwick Galton Bridge, which needs to fulfil its role as a key local rail interchange with the Stourbridge line. Through linkage of Wolverhampton Line services to the Coventry Line is also important especially for links to Birmingham International.

.6. Improvements in the services to Birmingham International in order to better cater for the airport passenger and staff travel patterns and growth consistent with Air Transport White Paper. In particular earlier services from Birmingham and Coventry are needed.

.7. Extension of Shirley services to Whitlocks End. WMPTA/Centro is currently working with Network Rail to relocate the current crossover at Shirley to Whitlocks End as part of the 2009 resignalling of the Shirley – Stratford route. The car park has recently been expanded.

.8. An improved Birmingham – Stratford-upon-Avon service also to be introduced following the route resignalling including a limited stop service. This was a RUS recommendation.

.9. A better spread of services between Birmingham and Dorridge when combined with the Chiltern services.

.10. Improvements to services on Sundays and less engineering closures. There are no Sunday evening services to some stations, meaning that passengers attending evening events, or changing from long distance services are unable travel. The first trains are also relatively late. Central Trains currently has difficulty in providing adequate train crew for Sunday services, as the current Train Crew Agreement does not include Sundays as part of the normal working week. Bidders should be asked to deliver adequate Sunday crewing arrangements.

.11. Improvements to late evening services. Bidders should assess the practicalities of operating later last services, especially on Friday and Saturday nights when demand is high, linked to the specification for the late services provided by Virgin West Coast on the Coventry – Birmingham – Wolverhampton corridor. These complement the local service, and often provide the last trains for passengers, but are not always advertised.

.12. Options to develop the rail service on the Coventry to Nuneaton route should be considered. A partnership of WMPTA/Centro, Coventry City Council and Warwickshire County Council are looking to develop a Bus Rapid Transit scheme on the Nuneaton – Coventry – Kenilworth route, and a heavy rail service could complement this proposal.

.13. To cater for growth, additional rolling stock will be needed. There is currently no suitable additional diesel train rolling stock easily available for the intensive commuter operation in the West Midlands. Bidders for the new franchise should be requested to address this issue. A depot strategy will be a key element of any proposals to introduce more rolling stock, and depot expansion will be essential in the event that more rolling stock is needed to cope with additional demand.

3. Service Quality

.1. The Sub Committee supports the DfT’s desire for the delivery of a high quality operation by the West Midlands franchise. There should be adequate incentives to avoid operators making savings at the expense of quality. WMPTA/Centro has successfully specified service quality in the Central Trains franchise though the SQUIRE regime. It is important that a similar inspection regime continues in the future, but rolled out across the wider West Midlands area. SQUIRE has also helped Central Trains by providing useful management information.

.2. The key elements of a regime should be:

.2.1. Frequent, regular inspection of all stations

.2.2. High sample of carriages and trains, regularly inspected

.2.3. Provide an incentive to promptly repair faults

.2.4. Provide an incentive to implement remedial measures where performance is below acceptable levels.

.2.5. Provide an incentive to continually improve through the passenger charter.

.2.6. Cover the main areas of importance to passengers including information, CCTV coverage and revenue protection.

.3. WMPTA/Centro currently specifies first to last train staffing at all West Midlands stations with booking offices (except Wythall). This has important customer service and security benefits. The Sub Committee would wish this to continue.

.4. It is important for the franchise operator to work jointly with Centro/Local Authorties in developing schemes which improve disabled access and which may be eligible for funding through the DfT’s Access for All fund.

.5. The policy of free and unrestricted carriage of cycles on local rail services should continue. The train operator should manage and administer the cycle lockers which are currently installed or will be installed over the life of the franchise.

3. Fares, Ticketing and Integration

.1. The requirement of the DfT for bidders to look at ticketing options for the franchise is supported. WMPTA/Centro is currently investigating the implementation of an ITSO compliant Smartcard scheme for the West Midlands and proposals should be considered by bidders regarding applying such a scheme to the rail network.

.2. WMPTA/Centro currently specifies all rail fares within the Centro area and takes the revenue risk. Under the new franchise arrangements the operator will take the revenue risk, and peak fares will be regulated by the DfT in line with the national RPI+1% policy, applied through a fares basket. The current zonal, all-operator rail season ticket should be retained.

.3. There is concern that the loss of control over off-peak fares may lead to operators significantly raising the cost of Cheap Day Returns, as happened recently when Central Trains implemented large increases on flows into Birmingham from certain cross- boundary locations. Some form of protection for off-peak tickets, either through a formal fares regulation process, or through an agreement with bidders over their off-peak fares policy is required.

.4. Centro’s current extensive rail promotion will migrate to the new identity and information suite by September 2006. All current multi operator/multi modal ticketing, including concessionary ticketing, will also become part of the ‘Network West Midlands’ identity at the same time. The current Railmaster and Centrocard tickets will be re-branded and renamed. The overall project to improve information and roll out across the West Midlands by the end of November 2007 represents a £7.2 million total investment by West Midlands authorities.

.5. The Sub Committee are keen to ensure that any operator should be required to cooperate in promoting services as part of the multi modal ‘Network West Midlands’ brand that will have been established, for all journey to work area services in and around the West Midlands. This includes using the NWM logo on publicity and information as appropriate.

.6. In terms of investment in promoting West Midlands services, WMPTA/Centro would like to see a requirement to properly and professionally promote rail services, including a financial commitment to set aside adequate funding for research and promoting services to non users and retaining existing users. The comprehensive and targeted nature of the

local promotion of the rail network has been successful in growing revenue, increasing patronage and utilizing capacity.

.7. Customers are expecting development of real-time passenger information system. Any new operators should continue to operate the system to the required standards and co- operate in its further expansion.

3. Projects (Local Transport Plan)

.1. Birmingham Gateway: The most significant project in the West Midlands during the course of the franchise is likely to be the upgrade of Birmingham New Street station through the “Birmingham Gateway” project. Subject to funding, this project will deliver significant benefits to rail users once it is complete. It should deliver revenue and patronage growth to the franchise. However, there is likely to be a considerable period of disruption during the construction works although the project will try to minimise the impact on passengers.

.2. Snow Hill Second Access: WMPTA/Centro is currently constructing a new second entrance to Snow Hill station and it is likely that this will now be opened at around the start of the new franchise and revenue implications should be covered

.3. Chase Line Showcase: A Major Scheme Business Case bid for a significant upgrade to the Chase Line is in preparation. This includes major station rebuilds with longer platforms and the construction of booking offices at Hednesford and Cannock. The bid may include track and signalling improvements as well depending on the availability of NR funding. The support and co-operation of the operator in the implementation of this scheme is required including agreement over the revenue costs and benefits.

.4. Longbridge Park and Ride: A Major Scheme bid for a 1000 space Multi-Storey car park adjacent to Longbridge station to tap the considerable park and ride potential of this site has been made. It is expected to have a significant impact on the demand at the station.

.5. Park and Ride: Park and Ride schemes will continue in the West Midlands franchise area as funding and land availability allows. These will primarily be expansions of current sites, with multi-storey options being investigated at some locations.

.6. Brinsford Park and Ride: There is a developer proposal for a Park and Ride north of Wolverhampton at Featherstone/Brinsford.

3. Snow Hill Franchise Option

.1. The Sub Committee welcomes the opportunity for the refranchising process to investigate whether operating the Snow Hill lines as part of the Chiltern Railways franchise would deliver passenger benefits. It is clear that having a single passenger operator on the Snow Hill lines may give the opportunity to deliver passenger improvements that may not otherwise be possible.

APPENDIX 4

Cross Country Franchise Consultation - Sub-Committee Response

1. Introduction

1.1 West Midlands Planning and Transportation Sub-Committee represents the 7 metropolitan District Councils and West Midlands Passenger Transport Authority on planning and transport matters. We welcome the consultation on the specification for the new Cross Country Franchise by the Department for Transport. The Cross Country franchise is centred on Birmingham and provides the service to all other regions/cities, apart from London. It also provides important commuting flows from locations such as Tamworth, Burton-on-Trent, Nuneaton, Leicester, Stafford and Cheltenham into the West Midlands. Cross Country services also provide important local capacity between Coventry and Wolverhampton within the West Midlands conurbation.

1.2 This response refers to specific comments on the specification.

2. Demand Growth

1.1 The Sub-Committee welcomes the focus on demand growth, as tackling overcrowding is a key issue for the franchise. The continued development of Birmingham City Centre with restricted parking will encourage further growth in the commuting and leisure markets, and adequate capacity will be required on services to and from New Street. Overcrowding on routes close to Birmingham should be allowed for in the deployment of more stock.

2.2 Birmingham International Airport also expects to see significant growth, in line with the Airport White Paper and serving this market from a range of destinations will continue to be important, including carrying passengers’ luggage. The decision to continue with a Cross Country Service via Solihull (but not stopping) is queried as the Network Rail Discretionary Fund is providing an extra track south of Coventry. It would serve International.

3. Services

3.1 The restricted through service pattern compared to that currently offered is a real concern while the pattern appears to require more interchange at New Street. The core frequencies from Birmingham are protected. We would welcome confirmation that with the transfer of a number of Voyagers to West Coast, the overall capacity of Cross Country services will be sufficient to cater for predicted demand without overcrowding.

3.2 The proposed service pattern will mean that there will no longer be any direct link from Coventry and Birmingham International to the East Midlands and North East. The East Midlands in particular is a core catchment area for Birmingham Airport which is poorly served by through rail.

3.3 The West Midlands RUS recommended that the Cardiff-Nottingham service should call additionally at Bromsgrove in order to provide this rapidly growing commuter town with an improved service. The Cross Country franchise should therefore look at ways of improving the service provision to Bromsgrove, in conjunction with the Birmingham – Hereford service operated by the West Midlands franchise.

3.4 The withdrawal of the direct service from the West Midlands to Gatwick Airport and Brighton is of real concern, as this provided a useful through link, especially for passengers travelling with luggage to Gatwick. While the provision of an improved Reading to Gatwick service (to be delivered by First Great Western) is welcomed, it must provide for luggage. Travel via London is unacceptable for the elderly or infirm.

3.5 The transfer of services on the West Coast Main Line north of Crewe to the West Coast franchise is noted, but no details are supplied - through services to Glasgow, Lake District and Warrington, Wigan, Preston and Lancaster should retain at least current provision, preferably also serving Birmingham International if practical. The loss of services to Stafford is a real concern.

3.6 The Sub-Committee would welcome consideration of providing earlier first and later last trains from Birmingham to key destinations in the wider region served by Cross Country. For example the earliest arrival from Cheltenham and the South West is at 0757, and the last departure is at 2157.

4. Projects

4.1 The Birmingham Gateway project will be of key importance to the new Cross Country franchise, and the Sub-Committee is surprised that the DfT does not mention it in the consultation document. Subject to funding, the project will deliver significant benefits to rail users once it is complete, and it should give patronage and revenue benefits to the Cross Country franchise. The construction work is likely to be underway for much of the franchise period and this will have a significant impact on the users of the station. This is even more important as the revised service pattern will require greater use of New Street as an interchange location due to the proposed loss of a number of through services. There is also likely to be a period of restricted platform capacity at the station which may have an impact on services. There will (with West Coast) be more services terminating and at least as many reversals as at present.

4.2 The proposals for possible inclusion of Worcester Parkway and Kenilworth stations are welcomed.

5. Fares and Marketing

5.1 Fare control on peak hour services will be required as well as participation in joint ticketing schemes.