2006-2011 LTP Annex 2

Introduction

The purpose of this strategy is to set out what is needed in Warwickshire to ensure excellent passenger rail services which will address the needs of both current and potential passengers in Warwickshire and deliver the transport objectives of the Government and the County Council.

The target audience for this strategy includes a wide range of stakeholders comprising the residents of Warwickshire, rail passengers and representative organisations, voluntary groups, the Department for Transport, the Council’s local authority and regional partners, Network Rail, train operators, the Highways Agency and regulatory bodies.

The County Council is convinced that the underlying principle of the Passenger Rail Strategy must be to provide for the travel needs of passengers. Customers’ needs should come before the operational and commercial requirements of the public transport providers.

The timescale of the strategy is primarily the period 2005-2011, but it also provides a medium term framework for the future development of passenger rail transport up to 2016 and a less detailed longer term direction for the period after 2016.  This  forward-thinking approach is crucial as the delivery of public transport initiatives involves a wide range of stakeholders and the timescales for the schemes and measures will need to be flexible to take advantage of the implementation opportunities as they arise.

An effective transport network is essential in order to give people, in both the urban and rural areas of Warwickshire, access to the opportunities and benefits that contribute to the enjoyment of a better quality of life. Public transport needs will continue to be met by either bus, rail, community transport services or similar initiatives or any appropriate combination of these modes. Each of these activities and modes have interlinked strategies and common aims and their provision will be integrated to provide the most effective transport service.

The effectiveness of transport links extends, not only to its provision, but also to difficulties in physically accessing what is provided, and other equally important issues such as the level of fares, journey time, personal security and comfort.

This Strategy deals specifically with the contribution passenger rail services make in providing an effective transport network.  Rail based Light Rapid Transit is also considered within the Passenger Rail Strategy and although it may have a limited application within the county, it may be an appropriate transport solution on one, or perhaps two corridors.

The transport network also provides for the movement of goods, the availability of which contributes to a good quality of life for the people of Warwickshire and sustains an improving economy.  This document provides a strategy basis for the improvement and development of passenger rail and the role of freight rail is set out in the Sustainable Freight Distribution Strategy.  There are interactions between these demands as passenger rail services and freight rail services share the same railway infrastructure.

A further aspect which needs to be taken into account is that peoples’ travel needs are not constrained by administrative boundaries.  This strategy therefore considers cross-boundary services and services operating wholly within Warwickshire on an equal basis.  This approach, in terms of delivery, makes effective partnership working with adjoining local authorities, regional and other stakeholders, users and transport providers absolutely essential.  The County Council is committed to this way of working and partnership is a recurrent theme throughout the Public Transport Strategy and the public transport mode specific strategies.

This document outlines:

• The objectives of the strategy;
• The local, regional and national policy framework in which the rail network operates;
• The demand for passenger rail services;
• Warwickshire’s existing rail network;
• Consultation processes;
• The Passenger Rail Strategy developed in response to the above;
• Delivery of the Strategy; and
• Monitoring of the delivery of the Strategy.

Passenger Rail Strategy Objectives

The starting point for this Rail Strategy is the overall transport objectives of the Local Transport Plan 2005 which have been developed to reflect national, regional and local policy which are:

• To improve accessibility to the transport system in order to promote a fairer, more inclusive society;
• To seek a transport system which will promote full employment and a strong, sustainable local and sub-regional economy;
• To reduce the impact of transport on the environment through the management and control of adverse impacts;
• To improve the environment and safety of people when they are using the transport system; and
• To encourage the integration of transport, both in terms of policy planning and the physical interchange of modes.

The Passenger Rail Strategy will contribute to achieving the objectives in the LTP by promoting a passenger rail network, which:

• Offers accessibility through the public transport system, both in terms of physical access to transport and its availability, to the widest cross section of the population;
• Gives people (including those who do not have access to cars) more travel choices to access work, services and leisure activities;
• Offers affordable fares to passengers;
• Provides an attractive and sustainable travel alternative to the car thereby helping to reduce traffic congestion and pollution levels and improving air quality and the environment; and
• Encourages integration with other modes of transport.

Policy & Context

Statutory Requirement

Warwickshire County Council is required under the 1985 Transport Act to:

“…secure the provision of such public passenger transport services as the council consider it appropriate to secure to meet any public transport requirements within the county which would not in their view be met apart from any action taken by them for that purpose”, and “…to formulate from time to time general policies as to the descriptions of services they propose to secure..” (Source: Transport Act 1985, Paragraph 63 (1) (a) and (b)).

National Policy

The White Paper ‘A New Deal for Transport: Better for Everyone’ published in 1998 set out the Government’s approach to modernising the country’s transport system.  The Government set out five overarching objectives for transport:

• To protect and enhance the built and natural environment;
• To improve safety for all travellers;
• To improve the environment;
• To contribute to an efficient economy and support sustainable economic growth in appropriate locations;
• To promote accessibility to everyday facilities for all, especially those without a car; and
• To promote the integration of all forms of transport and land use planning, leading to a better, more efficient transport system.

A key theme of the White Paper is transport integration and identifies rail transport as an important element of an integrated transport strategy.  As an alternative to road transport rail causes less pollution, is more fuel efficient, and does not suffer from congestion.  From the passenger’s perspective rail is safer, less stressful and, in many cases, faster than road transport.  For many existing car users rail provides a socially acceptable form of public transport where travelling time can be used more productively and road congestion can be avoided.

In 2000, the Government published ‘Transport 2010: The 10 Year Plan’ which described the means by which the goals outlined in the White Paper will be achieved and provided targets and indicators to increase rail use nationally. 

In July 2002, the Government and Local Government Association agreed a set of seven shared priorities for local government.   The shared priority for transport includes improving accessibility and public transport and addressing the problems of congestion, pollution and safety.

In July 2004, the Government published the White Paper, ‘The Future of Transport – a network for 2030’  and also the White Paper, ‘The Future of Rail’ which followed a detailed review of the organisation structure, priorities and funding of the future of the rail network.

In the Rail White Paper, the Government acknowledges that the railways are a vital part of the country’s transport infrastructure and that it wants to see increases in passengers and freight continue and the improvements in customer focus, safety and performance continue and accelerate.  Further, the Government states that its priorities are improving performance and cost control.  The Rail White Paper sets out a new structure for the rail industry and this is described below.  The Railways Act 2005 effects the changes proposed in the White Paper and it is anticipated that the Secretary of State for Transport will be publishing New Directions & Guidance during 2005-2006.

The Transport White Paper emphasises the need to learn from previous experience so that light rail solutions are pursued where they are most appropriate to deliver local authorities’ wider transport strategies.  Light rail can work best for routes with the highest traffic and passenger flows.  The White Paper encourages the consideration of light rail, heavy rail and bus together in order to ensure the most effective solutions to transport problems.

This Passenger Rail Strategy has also been developed to complement the aims and objectives of national planning policy, specifically PPS6 ‘Planning for Town Centres’ and PPG13 ‘Transport’.

The New Rail Industry Structure

The key features of the revised structure of the rail industry set out in the Railways Act 2005, which came into full effect during 2005-2006, are:

• The Government sets the strategy and the level of public expenditure for the railways.  It will specify passenger rail franchises and will produce Regional Planning Assessments;
• The Strategic Rail Authority  has been abolished and its strategic role  has passed to the Department for Transport and its operational planning role has passed to Network Rail;
• Network Rail leads industry planning, sets timetables and directs service recovery and  has responsibility for operating the network and for its performance.  Network Rail are responsible for producing Route Utilisation Strategies;
• Train Operating Companies continue to provide rail services under franchise agreements with the Department for Transport;
• The Office of the Rail Regulator’s role  is to protect the rights of investors, customers and to ensure the Government receives value for money for its investment.  It is responsible for ensuring safety, performance and cost;
• Community Rail Partnerships continue as a means of enabling more local decision making; and
• Freight Operating Companies  receive greater certainty about their rights on the national network in order to encourage greater long-term investment by operators and businesses.

Regional Policy

The Regional Spatial Strategy for the West Midlands (RSS 11) published in June 2004 states that “the development of an integrated public transport network where all people have access to high quality and affordable public transport services across the Region is a key element of the Regional vision” (Policy T5A). 

RSS 11 encourages local authorities, transport operators and other agencies to work together towards achieving the Regional vision thereby providing attractive and reliable alternatives to the use of the private car (Policy T5B).

The specific provisions in RSS 11 relating to areas such as Warwickshire require the development of an integrated hierarchy of public transport services with priority given to the improvement of services and interchanges within urban areas and the development of links with catchment areas.  In rural areas, priority should be given to the development of community and public transport services, particularly those providing links from rural hinterlands to key local service centres (Policy T5D).

Policy T5E states that the aim of the public transport policies is to achieve a frequent, reliable, affordable, secure and attractive public transport service which takes into account the needs of all users, including disabled people and others with reduced mobility.

Policy T6 requires local authorities and other agencies to work together to develop a network of Strategic Park & Ride sites to reduce congestion in major centres.

West Midlands Area Multi-Modal Study

The West Midlands Area Multi-Modal study was one of a number of area-based studies announced in the Transport White Paper.  The aim of the study was to find solutions to problems in all modes of surface transportation that would enable development of an integrated 30-year strategy.

The major heavy rail innovation is the proposal for a Regional Express Network (RER) providing a high quality integrated network that would connect towns and cities in the West Midlands with central Birmingham.  RER services would generally run on tracks adjacent to the main heavy rail routes at frequencies of 6 trains per hour.   Amongst lines that would be included in the system, all operating via Birmingham, are:

• Coventry - Birmingham - Wolverhampton;
• Cannock - Walsall - Birmingham - Nuneaton;
• Lichfield - Birmingham - Redditch;
• Tamworth - Birmingham - Worcester;
• Leamington Spa - Warwick - Birmingham - Kidderminster; and
• Walsall - Birmingham - Stratford.

Proven passenger demand could see services extending to more distant towns including Rugby.  It will also be possible to operate a series of strategic park and ride site in conjunction with RER.

There are major capacity problems at Birmingham New Street and its approaches.  Introduction of RER would therefore necessitate a series of major infrastructure schemes that would also provide additional strategic capacity in their own right.  These include a new underground station for Birmingham New Street with associated tunnels, four tracking between Coventry and Wolverhampton, and four tracking between Birmingham and Water Orton.

The study also proposes an additional rail scheme, the ‘International Connection’, that will provide a direct link between the East Midlands and Birmingham International Rail Station using a currently disused rail formation between Whitacre Junction and Hampton in Arden.  The route would allow cross-country connections to Birmingham International Airport and services from the north and east to connect into the West Coast Main Line. . 

The study report includes a further series of major rail based park and ride sites, generally located around the edge of the conurbation and will comprise:

• Parkway stations;
• Strategic park and ride: and
• Local park and ride.

The parkway stations will allow for interchange between local, RER and national rail services, allowing passengers to access the national rail network without the need to travel into Birmingham city centre.  Further work following the study recommended a parkway type station at Coleshill/Hams Hall in Warwickshire and this is currently under construction.

West Midlands to East Midlands Multi Modal Study

The objective of this study was to recommend a long-term strategy on a 30 year timescale “to address the economic, environmental and social development needs across the two regions”.

The main recommended rail based measures with implications for Warwickshire were:-

• The implementation of Coleshill Multi-Modal Interchange;
• A quarter hourly rail-bus link from Birmingham International Airport to Coleshill MMI with hourly services forwarding to:
• Nottingham via Ashby de la Zouch & East Midlands Airport;
• Derby via Ashby de la Zouch & East Midlands Airport;
• Burton upon Trent via Tamworth, Ashby de la Zouch & Swadlincote;
• Loughborough via Tamworth, Ashby de la Zouch, East Midlands Airport and Coalville.
• A substantial improvement of public transport provision between Coventry and Nuneaton;
• A strategic park and ride cordon around the West Midlands; and
• Measures to improve public transport passenger facilities, integrated ticketing and fares, coordination of services, accessibility  and to reduce social exclusion.

The BIANCA Study

A study entitled The Birmingham International Airport and The National Exhibition Centre: Improving Access From the North East Catchment Area (BIANCA) was undertaken during 2003 by a steering group representing a wide range of stakeholders. This study was, effectively, an extension, at a more detailed level, of the West Midlands to East Midlands MMS into the area of the M42 corridor. 

The study took as its ‘Base Case’ the opening of Coleshill Multi-Modal Interchange with the planned local bus connections and (i) assessed a number of further options over the time periods, 2004-2011, 2012-2021 & 2022-2031 and, (ii) on the basis of the assessments, recommended which options should be progressed.

The rail related elements of the recommended options were:

• A Dedicated Integrated Coach Link between Coleshill MMI and Birmingham International Airport/National Exhibition Centre (2004-2011);
• An Improved Birmingham - Leicester - Peterborough - Stansted Rail Service 2112-2021); and
• Construction of the new ‘International Connection’ rail line between Whitacre Junction and Birmingham International Station to provide direct rail access between the North East Catchment Area and Birmingham International Airport/National Exhibition Centre (2022-2031).

Route Utilisation Strategies

The Railways Act 2005 abolished the SRA but, prior to its demise, it published a number of ‘Route Utilisation Strategies’ (RUS) which are aimed at identifying the best use of capacity at key ‘pinch-points’ on the rail network in the short to medium term.  These existing documents will be adopted by DfT until such time as they are reviewed and amended. 

The Great Western RUS includes the 'Cotswold Line' which, although not located within Warwickshire, provides rail travel opportunities for residents in the south and west of the county.  The RUS does not propose any substantial improvements to services on the Cotswold Line.

The West Midlands RUS presents solutions to the principal issues that face the railways in the West Midlands. which are identified as improving performance, managing peak passenger demand and crowding, responding to forecast growth and managing growing and changing freight demand.

The WMRUS recommendations include:-

• A programme of platform lengthening;
• A fares strategy to encourage passengers to use spare seats on trains running earlier or later in the peak;
• A better mix of services on the Birmingham-Coventry Corridor;
• Infrastructure improvements between Leamington and Coventry to enable longer distance services to use the route;
• Improved frequencies between Birmingham and Stratford-upon-Avon.

The WRMUS accepts the case for the new Coleshill Parkway Station in principle and acknowledges the County Council's aspirations for new stations at Arley, Kenilworth, Bermuda, Galley Common, Hawkesbury, Kenilworth, Kingsbury and Stratford Parkway.

The WMRUS does contain a table of the top twenty least used stations in the West Midlands and eleven of these are located in Warwickshire - the majority on the Birmingham-Stratford and Stratford-Leamington Lines, but also Bedworth, Atherstone, and Polesworth.  The RUS proposes the withdrawal of the Stafford-Nuneaton local stopping service and the closure of Poleworth Station.

West Midlands Regional Planning Assessment

The West Midlands Regional Planning Assessment, which is taking a medium to long term view of future demand for improved rail services and infrastructure and which was started by the SRA, will be completed by the DfT. It is anticipated that it will be published during 2006.

Community Rail Strategy

Prior to its demise, the SRA published a Community Rail Strategy which focuses on the development of local rail lines and has highlighted the Nuneaton - Coventry Line as a proposed community railway.  The White Paper endorses this policy initiative and it will be adopted by the DfT.

The Coventry/Solihull/Warwickshire Sub-Region

The two key corridors which are unique to the Sub-Region over and above those which reflect its relationship to the rest of the West Midlands Region are the North-South Corridor (Nuneaton - Kenilworth - Leamington - Coventry - Bedworth - Nuneaton) and the M42 Corridor (Tamworth - Coleshill - Brmingham International Airport - National Exhibition Centre - Solihull - Stratford upon Avon).

The BIANCA Study referred to above considered public transport travel needs in respect of the northern end of the M42 Corridor.

The start of the process of considering the North-South Corridor in a sub-regional context was the Coventry Area Network Study (CANS) which was commissioned jointly by Coventry City Council, Centro and Warwickshire County Council in 2001. CANS concluded that the main public transport focus for Coventry and the immediate surrounding area would, in the short term, be bus-based. The study also identified that there was potential, in the longer term to develop a form of light rail in the Coventry - Bedworth - Nuneaton corridor.

Currently, the County Council, Coventry City Council, Solihull Metropolitan Borough Council and Centro are working closely together in the Sub-Regional Partnership on a number of transport studies for the North-South Corridor looking at the whole length of the corridor and the surrounding areas. It is proposed that this partnership framework will be the mechanism for delivering public transport improvements in the corridor. The studies are investigating a combination of improved heavy rail services, Light Rail and Guided Bus or other innovative public transport systems.  The rail and bus studies have now reported and the light rail is due to report shortly.

The rail elements of the recommended options (which will need to be reviewed following completion of the light rail study) are:-

• Improved frequency of Coventry-Bedworth-Nuneaton rail service to two trains per hour (2006-2011);
• Construction of new stations at Coventry Arena and Kenilworth (2006-2011);
• Introduce Nuneaton-Bedworth-Coventry-Kenilworth-Leamington Spa-London Marylebone rail service (2007-2016);
• Construction of new stations at Galley Common and Bermuda - subject to viable business case (2007-2016);
• Improved frequency of Nuneaton-Bedworth-Coventry-Kenilworth-Leamington Spa rail service to two trains per hour (2007-2016);
• Introduce East Midlands-Nuneaton-Bedworth-Coventry-Kenilworth-Leamington Spa-Oxford rail service (2011-2021).

Local Policy

The Warwickshire Structure Plan 1996-2011

The Warwickshire Structure Plan 1996-2011, contains the following transport policies that are specifically relevant to passenger rail:

Policy T1 - Where travel is necessary, through the Local Transport Plan and in considering transport related development proposals, the County Council will:

• Promote affordable transport for people on low incomes;
• Increase accessibility for disabled people and others with mobility problems;
• Provide alternatives to using cars, giving the highest priority to improving public transport, the integration of transport and improving facilities for walking and cycling.

Policy T2 - Within the context of minimising private car usage across the County, measures will be implemented to achieve the following targets:

• Restrict the predicted growth in peak period vehicular traffic to a maximum 20% of 1999 levels by 2011 (half the forecast of 40%) in the north-south transport corridor, between Nuneaton and Leamington and the major urban areas of Warwick/Leamington, Nuneaton/Bedworth, Rugby, and Stratford upon Avon; and
• Significantly increase public transport patronage in the major urban areas and inter-urban areas between 1999 and 2011.

Policy T3 - Measures will be implemented to improve the choice and quality of transport options in the transport corridors, particularly:

• Commuting corridors into the West Midlands conurbation;
• The north-south corridor between Nuneaton and Leamington; and
• The major urban areas of Warwick/Leamington, Nuneaton/Bedworth, Rugby, and Stratford upon Avon.

Policy T7 - To provide a genuine alternative to the private car local plans should, within the context of the objectives in T1 and the targets set out in T2, ensure that the needs of public transport services and facilities, to serve both new and existing developments, are fully addressed through land use allocations and the determination of planning applications.  Where appropriate local plans should safeguard land necessary for identified public transport facilities.

New Railway Stations are proposed at:

• Warwick Parkway;
• Kenilworth;
• Arley and/or Galley Common;
• Coleshill/Hams Hall; and
• Kingsbury.

Elsewhere, proposals will be supported where they contribute to meeting the demand for travel to Birmingham and Coventry, as well as local and longer distance movements.

The Demand for Passenger Rail

Passengers

The scale and distribution of the population in Warwickshire together with their social characteristics will have a major impact on travel patterns and mode of travel. This has been taken into account when developing the Passenger Rail Strategy.  

Population

The population in Warwickshire has grown far more quickly than the general growth in population of the Region or of England and Wales.

Social  Issues

People on low incomes are more dependent upon public transport to access employment, health, education, shopping and leisure opportunities. The proportion of households on below average incomes varies between the districts in Warwickshire. Pockets of deprivation can be found within all districts. Some wards within the Warwickshire districts are amongst the 10% most deprived in the country. A number of other wards fall not too far outside this category.

Car Ownership

The proportion of households without a car in Warwickshire is 19% which is below the national average of 27%.  However, the proportion of households possessing two cars at 39% is greater than the average for England of 29%.   Research has shown that the second car has the greatest effect on public transport, as this car is used for non-peak trips, e.g. school runs, directly competing with public transport.

People without access to a car are four times more likely to use a public transport service than people with access to a car.

Source: Warwickshire Statistics in West Midlands Travel Survey 2001

For those without access to a car travel opportunities can be constrained by the limitations of the current public transport network. For example the geographic and time of day coverage of bus and rail services can limit the abilities of those without a car to access employment, health, education, shopping and leisure opportunities.

Research suggests that the number of journeys per annum made by those without access to car is approximately 50% of those with a car.   

Source – Warwickshire Household Survey   

Existing Travel Patterns

Within Warwickshire, the main travel movements occur within and between the urban areas in the North/South corridor, i.e. Nuneaton, Bedworth, Coventry, Kenilworth, Leamington Spa and Warwick. There are also significant movements between Rugby and Coventry, and between Warwickshire and Birmingham. Parts of Western Warwickshire also experience a strong demand for travel towards Redditch.  Similarly, there are also significant travel demand from parts of North Warwickshire to Tamworth.

Traffic growth across the County has generally followed national growth trends over recent years. Traffic growth has tended to reflect areas where significant development has occurred.

Mode Choice

Car is the dominant mode of travel in Warwickshire. The percentages of journeys to work in Warwickshire by rail is 1.3% compared with over 70% by car.

Demand for Rail Travel

Commuting and business travel to the West Midlands Conurbation and Coventry form a substantial element of rail travel in the County. Peak trains into the West Midlands carry large numbers of passengers from a wide range of socio-economic groups.

There is also significant use of rail for commuting and business travel to London and the South East. Rail journeys for retail, leisure and social activities is also growing.

In some areas of Warwickshire, trains provide an essential socially necessary service as rail is the only form of regular public transport to some communities.

The overall trend in the numbers of rail passengers in Warwickshire is one of sustained growth with rail travel becoming increasingly important. 

• 13% increase in rail journeys to, from or within Warwickshire since 2002;
• 21% increase in rail journeys from Warwickshire to West Midlands since 2002;   
• 20% of peak journeys to Birmingham are by rail; and
• 100% increase in Chiltern Railways’ passengers since 1996.

The success of Warwick Parkway Station in attracting substantial numbers of passengers who are new to rail travel has shown the effectiveness of providing new stations which have been planned to take account of new and changing travel demands.  This is the basis for a new station at Coleshill which will be completed in 2006.

The Need for Improved Passenger Rail Services

The current level of demand for rail travel is determined by the rail services on offer and the level of accessibility to those services.  The County Council is convinced that the continuing growth in demand for rail services is evidence that a greater need exists than is being provided for by existing rail services. 

Improved rail services will be essential if the objectives of the Passenger Rail Strategy are to be achieved.

In considering the need for a better passenger rail network, it is important to identify the potential problems which will need to be addressed and the opportunities which will create increased demand for rail travel:

Problems

• The level and pattern of rail services in the County is not closely matched with rising demand for travel by rail;
• Rail services are often expected to meet conflicting travel demands which can lead to attitudes that services are unsatisfactory by some passengers;
• The existence of known and long standing bottlenecks on the network and the constraints these create on improving performance and developing new rail services and facilities;
• The need to build sufficient recovery time into trains plans and timetables to enable improved punctuality and reliability;
• The regular instances of overcrowding on trains, which deters would-be passengers from using rail for their journeys;
• On heavily used lines there can be competition for infrastructure capacity between local services and longer distance services.  However, it should be remembered that in many cases a local service provides the point of entry to the rail system for a longer distance journey;
• At many stations there is little integration with other modes of transport;
• Responsibilities for the provision of rail services and for the rail network are split between a large number of organisations making improvements difficult to achieve;
• The mis-alignment of incentives between the numerous stakeholders in the railway means that the rail travel product on offer to customers is not the best possible;
• Insufficient commercial incentives for bus operators to provide bus services to rail stations;
• Administrative/technical problems and insufficient commercial incentives for train and bus operators to provide effective multi-mode through ticketing;
• Different local authority concessionary fares arrangements curtail the opportunities to travel within and beyond the county; and
• The availability of financial resources to the County Council is limited. In particular there are limited resources available to provide revenue support for bus services to stations and to support concessionary rail fares.  

Opportunities

• Congestion is projected to increase and this will encourage travellers currently using cars to investigate alternative transport modes if these meet their needs more effectively;
• The potential of rail and light rail to achieve modal shift and thereby reduce congestion, is widely appreciated;
• Due to social attitudes, rail and light rail are the only form of public transport acceptable to many car users;
• Rail patronage is growing and will justify increased investment in rail;
• The restructure of the rail industry proposed in the Railway White Paper and the Railways Bill may, to some degree, re-align the incentives between the numerous stakeholders in the railway on a more effective basis;
• The Department for Transport will consider local rail proposals alongside other modes within the context of the local transport funding decisions on local transport plans;
• Third Parties have now established a funding and delivery track record in effective provision of improvements to rail services and stations;
• Franchise Replacement offers opportunities to promote improved services and increased investment;
• There is potential to introduce new and improved service and station facilities along key corridors and to provide facilities at stations to promote integration with other modes;
• New residential developments will increase demand for rail services;
• New employment initiatives, such as the Hams Hall Business Park, the Solihull-Warwick Technology Corridor and the Coventry – Nuneaton Regeneration Zone and as a result of the highlighting of Rugby in Regional Spatial Strategy as a potential growth area in the West Midlands region will generate additional demand and will need to be served effectively;
• Major redevelopments proposed for the centres of Nuneaton, Bedworth and Rugby will provide opportunities to increase the numbers of rail passengers;
• Increasingly flexible working hours will necessitate improvements to the rail network in terms of coverage and hours of operation;
• Development of ’24 Hour / 7 Day ‘ lifestyle will generate demand for earlier and later rail services – not only for people enjoying the extended facilities but also for those employed in providing them -  serving cities such as Coventry and Birmingham and also larger towns such as Leamington Spa and Nuneaton; and
• The very close proximity of Warwickshire to Birmingham International Airport, the National Exhibition Centre and several expanding universities will continue to drive the demand for rail travel.

Existing Passenger Rail Network

Warwickshire’s Passenger Railways

The passenger rail network in Warwickshire is focused on the London to Birmingham axis with both major routes between the two cities serving stations in the County.  Further direct regular rail travel opportunities exist to the North West, the East Midlands, East Anglia, and on branch lines within the County.  The rail routes serving the County are shown on Figure 15.1 -  Warwickshire’s Passenger Rail Strategy: The Existing Rail Network. 

Figure 1 The Existing Rail Network

Open large scaleable image in Popup

Commuting and business travel to the West Midlands Conurbation and Coventry form a substantial element of rail travel in the County.  There is also significant use of rail for commuting and business travel to London and the South East.  Rail journeys for retail, leisure and social activities are also growing.  In some areas of the County, trains provide an essential socially necessary service as rail is the only form of regular public transport to some communities.

A number of ‘out-of-county’ rail stations are used by a significant number of Warwickshire residents to access the rail network including Tamworth, Sutton Coldfield, Birmingham International, Redditch, Evesham and Moreton-in-Marsh.

Six passenger rail franchises currently serve Warwickshire catering for a range of local, regional and national travel demands.

Central Trains

The Central Trains Franchise includes most of the local services in Warwickshire, namely, Birmingham - Stratford-upon-Avon, Birmingham - Coventry - Rugby - Northampton, Coventry - Nuneaton, Birmingham - Nuneaton, Birmingham - Tamworth and Stafford - Nuneaton.  This franchise includes responsibility for the majority of the stations in Warwickshire

Central Trains services provide an inter-regional network centred on Birmingham. Destinations include Cardiff, East Midlands, Liverpool and Stansted Airport.

The DfT are proposing that, from 2007, a new West Midlands Franchise will include Central Trains' local services and its inter-urban services will be incorporated in other franchises, including a newly specified Cross Country Franchise.  In addition, Chiltern Railways will be given an opportunity to bid for Central Trains' Birmingham Snow Hill Line services.  It is also currently proposed that the semi-fast services between Birmingham-Coventry-Northampton-London Euston will be part of the West Midlands Franchise.

Chiltern Railways

The Chiltern Railways Franchise provides services from London Marylebone to Stourbridge calling at Leamington Spa, Warwick, Warwick Parkway and Hatton and Lapworth.  Responsibility for the management of these stations is included in the franchise.  A London Marylebone to Stratford-upon-Avon service is also operated which calls additionally at Claverdon, Bearley and Wilmcote.

The Franchise includes a fast service between London - Banbury - Birmingham, which is an alternative to the West Coast Main Line services, local stopping services between Leamington Spa and Birmingham and between Leamington Spa and Stratford upon Avon.

Cross Country

The Cross Country Franchise provides a national network centred on Birmingham.  Trains calling at Leamington Spa provide direct journeys to the South Coast, North-West England, North East England and Scotland with connections at Birmingham to the South-West. These services provide a particularly valuable facility for passengers as ‘through’ journeys and avoid a change of trains at Birmingham New Street.

These services also cater for important local movements between Oxford - Banbury - Leamington Spa - Coventry - Birmingham.

The DfT are proposing that, from 2007, a new Cross Country Franchise will incorporate most of Central Trains' inter-urban services.  Other changes to the Cross Country network are being considered.

Great Western

The Great Western Franchise provides services on the ‘Cotswold Line’ between Worcester and London Paddington.  These are used by people in the far south of Warwickshire.  Important stations on the line from Warwickshire’s perspective are Evesham, Moreton in Marsh and, to a lesser extent, Honeybourne. 

North London Lines

The North London Lines Franchise under the name of Silverlink, operates a stopping service between Northampton - Milton Keynes - Watford Junction - London Euston.    It is currently proposed that these services will be incorporated into a new West Midlands Franchise from 2007.

West Coast Main Line

The West Coast Main Line Franchise, operated by Virgin Trains, passes through Rugby and Nuneaton, the only electrified line in Warwickshire, providing high speed services from London Euston to Birmingham, the North-West and Scotland. Responsibility for the management of Rugby and Coventry stations is included in the franchise.

The track and infrastructure is currently the subject of major ongoing infrastructure enhancement that will increase capacity and raise maximum speeds to 125mph.

Consultation and Customer Research

Ongoing consultation, market research, data collection and monitoring of rail services is conducted in order to gain a better understanding of people’s needs and expectations. The interview research has provided a detailed picture of the different issues that influence the way people value public transport services. This has helped to produce a Passenger Rail Strategy which address the needs of current and potential users and which will deliver the desired outcomes.

CITIZENS’ PANEL SURVEY – APRIL 2004

Respondents said that the main features which would encourage them to use public transport or use it more often were:-

• More Convenient Routes
• More Frequent Services
• More Conveniently Timed Services
• Clean Comfortable Vehicles
• More Reliable Services
• Clearer Information
• Helpful Staff

The results of the 2004 survey reinforce similar views and priorities from the 2001 All Panel Telephone Survey

Surveys undertaken by Warwickshire County Council also found that:

• 39% of people thought that rail services had got worse;
• 63% thought that passenger rail service improvements were very important or extremely important;
• 48% thought that the cost of public transport had increased; and
• 50% thought that the lack of transport for people without cars was a major or a significant problem.

The Passenger Rail Strategy has been prepared in consultation with a wide range of stakeholders including user groups, other local authorities, operators, other interest groups and potential partners.  Warwickshire County Council have incorporated and addressed the results of the customer research and the consultations in the preparation of this Passenger Rail Strategy.

The Strategy

The vision of Warwickshire County Council’s Passenger Rail Strategy is:

‘An affordable, accessible, safe, convenient, environmentally friendly and integrated network of rail services, capable of attracting an increasing market share for rail thereby contributing to the achievement of the objectives in the Warwickshire’s Local Transport Plan 2005’.

The aim of the Passenger Rail Strategy is to grow the market for public transport in general and rail services in particular by making the product attractive both to existing and potential users. It will achieve significant improvement in the provision of rail services and facilities to the people of Warwickshire by following a customer-driven approach designed to identify and overcome barriers to the use of public transport.

The Passenger Rail Strategy seeks to provide a range of measures and proposals, which will result in the growth of the market for rail services.

The three major themes of the Passenger Rail Strategy are:

• To improve the quality of existing rail services and stations;
• To provide new rail services and stations to meet unmet needs;
• To improve the integration of rail with other public transport, other modes of transport and with the road network.

The Passenger Rail Strategy Policies

Quality of Service

a. Affordable

• The fare should be less than the full cost of the equivalent journey by car, as estimated by leading motor organisations.  The exception would be that the fare is justified as a premium fare due to providing a significantly faster journey time or enhanced facilities.

b. Accessible

• The design of rail stations and trains must enable passengers to board or alight from the vehicle unaided or with a reasonable level of assistance;
• Interchange infrastructure should provide for ‘seamless’ changes between transport modes. This should be assisted by good signage, information and appropriately designed infrastructure;
• Public transport services should be co-ordinated to encourage interchange consistent with the aims of the Public Transport Interchange Strategy, the Bus Strategy and the Community Transport Strategy with the object of increasing the range of travel opportunities and options for travellers; and
• Pedestrian and cycling routes to rail stations should accord with the standards set out in the Walking Strategy and the Cycling Strategy.  The access to rail stations and interchanges, particularly by people who have difficulties because of health, physical or sensory difficulties problems should be addressed.

c. Available

• The rail network should provide at least the minimum service patterns shown in Figure 15.2  Warwickshire's Passenger Rail Strategy: Minimum Service Patterns and Table15.5 setting out Warwickshire’s Rail Strategy: Minimum Service Levels.

Figure 2 Minimum Service Patterns

Open large scaleable image in Popup

d. Acceptable

• Rail services should be of sufficient quality, particularly in terms of reliability and punctuality, that a potential passenger would be confident in relying on them;
• Trains and station facilities should provide reasonable shelter, comfort, suitable heating (where appropriate) and ventilation for the season of the year and both a perception and reality of personal safety and security; and
• Rail staff should be helpful and courteous and have received customer service training.

e. Simple to Use

• Timetables, routes and fares should be readily available, easy to understand and be simple to use. Clockface/regular services and timetables should be provided whenever possible;
• Information systems should enable passengers to plan their journeys and provide increased public confidence as to the availability and reliability of rail services;
• Full and timely information should be provided or be easily available to customers in case of disruption to services; and
• Integrated ticketing between modes including rail, bus and community transport services should be available, where it is necessary to use different modes to complete a journey.

Delivering the Strategy

This section sets out the County Council’s actions in delivering of the policies of the Passenger Rail Strategy in a way which recognises the existing problems and opportunities outlined earlier in this document.

For each specific initiative the likely timescale for delivery is identified as either short term, medium term or long term.  For the purposes of this strategy, short term will be the period to 2011, medium term will be the period from 2011 and 2016 and long term will be the period 2016 onwards.

The delivery of local rail initiatives involves a wide range of stakeholders and can often depend on strategic decisions which are taken in the context of the national rail network.  In these circumstances, the timescales for the schemes and measures set out below will need to be flexible to take advantage of the implementation opportunities as they arise.

Many of the initiatives, particularly the new station proposals, have been the subject of substantial feasibility work which has progressed the proposals beyond an ‘aspirational’ stage. 

Partnership

The key role of the County Council, working in partnership with the rail industry and other stakeholders, is as initiator and promoter of local rail network improvements.  Some rail schemes are commercially viable and the County Council would expect these to be funded within the rail industry.  However, many schemes are only viable if the wider transport, social and economic  benefits are taken into account.  As these benefits do not have a cash value for the rail industry an element of public funding will be essential for these schemes to be delivered. The County Council will work with its partners to secure funding from the Local Transport Plan Settlement and from other appropriate sources of funding, including contributions from land developers.

Quality of Service 

‘Affordable’

‘Accessible’

‘Available’