board meeting 14 june 2021 11.00am to 12.30pm virtual
TRANSCRIPT
Board Meeting 14th June 2021
11.00am to 12.30pm
Virtual Meeting via Microsoft Teams
AGENDA
1. Introductions and Apologies• Welcome to New Members
2. Minutes & Actions of Board Meeting 15th March 2021*• Joint IRP Letter*
3. Williams - Shapps Rail Plan: Great British Railways*• Presentation• Key Issues for TfEM
4. East Midlands Rail Collaboration• Report of the Head of Rail Improvement*• Update from East Midlands Railway
5. Strategic Transport Investment in the East Midlands 2020-30*• Presentation by Highway Agency Strategy & Planning Team
6. Department for Transport Update• Integrated Rail Plan• Transport Decarbonisation Plan• Union Connectivity Review
7. Any Other Business
8. Dates of Future Meetings:
• 14th September 2021, 2.00pm to 3.30pm• 6th December 2021, 10.00am to 11.30am
*Paper enclosed
TfEM Terms of Reference
• To provide collective leadership on strategic transport issues for the East Midlands.
• To develop and agree strategic transport investment priorities.
• To provide collective East Midlands input into Midlands Connect (and other relevant sub-national bodies), the Department for Transport and its delivery bodies, and the work ofthe National Infrastructure Commission.
• To monitor the delivery of strategic transport investment within the East Midlands, and tohighlight any concerns to the relevant delivery bodies, the Department for Transport andwhere necessary the EMC Executive Board.
• To provide regular activity updates to Leaders through the EMC Executive Board.
TfEM Membership
TfEM will comprise elected members nominated by the LTAs - to be determined by each authority but with an expectation it would the relevant portfolio holder. Senior representatives of the Department for Transport, Highways England and Network Rail will be invited to attend as ex-officio members
Board Meeting 15th March 2021
11.00am to 12.30pm
Virtual Meeting via Microsoft Teams
Minutes
Present: Mayor Sir Peter Soulsby (Chair) Leicester City Council Councillor Richard Davies (Vice Chair) Lincolnshire County Council Councillor Kay Cutts MBE Nottinghamshire County Council Councillor Simon Spencer Derbyshire County Council Councillor Chris Poulter Derby City Council Councillor Oliver Hemsley Rutland County Council Councillor Nick Rushton Leicestershire County Council Ioan Reed-Aspley East Midlands Airport
In attendance: Andrew L Smith Leicester City Council Andy Gutherson Lincolnshire County Council Chris Carter Nottingham City Council Adrian Smith Nottinghamshire County Council Tim Gregory Derbyshire County Council Jim Seymour Derbyshire County Council Richard Mann Midlands Connect Louise Clare Department for Transport Simon Came Highways England Eli Wong Highways England Andrew Commons EMR Laura Etheridge EMR Andrew Pritchard East Midlands Councils Kyle Butterworth East Midlands Councils
Apologies: Councillor Rebecca Langton Nottingham City Council Clare James East Midlands Airport
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Item 2
ACTION
1. Introductions and Apologies
1.1 Apologies noted as above.
2. Notes of last meeting 14th December 2020
2.1
2.2
Andrew Pritchard highlighted three TfEM submissions made following the last Board meeting and included within the papers.
• Union Connectivity Review Call for Evidence TfEM Submission• 2021 Budget TfEM Submission• Newark Northern Bypass Public Consultation TfEM Response
Andrew Pritchard also highlighted the Union Connectivity Review Interim Report published on the 10th March by Sir Peter Hendy. The Interim report proposes the establishment of a UK version of the EU TEN-T network and highlighted connectivity to Scotland via HS2/ECML and the A1 – albeit primarily the sections north of Newcastle. The final report is due to be published in summer 2021.
3. Budget 2021: Implications for TfEM
3.1
3.2
Andrew Pritchard highlighted the main elements of the Budget 2021 announcement. Aside from additional resources for West Midlands Combined Authority rail priorities there were few transport announcements, although the Chancellor did confirm Freeport bids for East Midlands Airport and the Humber Ports and a number of Town Deals.
It is likely there will be a separate transport infrastructure announcement later in the year.
4. Highways England Investment in the East Midlands
4.1
4.2
4.3
4.4
Simon Came, Head of Planning & Development for the East Midlands for Highways England (HE) made a presentation on HE investment in the region.
Simon highlighted the scale of RIS2 investment in maintenance/renewals and the process for determining priorities for RIS3. Simon confirmed that detailed scheme level information had been sent to each LTA Transport Director, but that responsibility for major enhancement projects (such as he A46 Newark Northern Bypass) fell within the remit of HE’s central Strategy & Planning Team, who were not able to be represented at the meeting.
Cllr Spencer asked about the low level of resources to improve drainage given the impacts of extreme weather events. Simon explained that nationally the Office of Road & Rail (the regulator) had reduced the allocation for drainage because of the lack of supporting evidence on the condition of drainage assets.
The Chair sought clarification on the relative scale of investment in the East Midlands compared to other regions. Simon confirmed that in terms of maintenance and renewals, the East Midlands did relatively well, but that unexpected issues such as the condition of the A52 bridge at Clifton can have a major impact on regional budgets.
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ACTION
4.5
4.6
4.7
Tim Gregory enquired about how the impacts of the recent freeport designations would be reflected in Highways England investment plans. Simon noted that this would be the responsibility of HE’s central Strategy & Planning Team and offered to broker a discussion prior to the next Board meeting.
Cllr Cutts emphasised the importance of enhancing the East Midlands strategic roads to facilitate major investment like the Freeports and the Development Corporation - not just maintaining what we already have.
The Chair thanked Simon for his presentation and asked that a further report be brought to the next meeting of the Board focusing on the work of the HEs central Strategy & Planning team in the East Midlands.
HE/EMC
EMC
5. Integrated Rail Plan for the North & Midlands
5.1
5.2
5.3
Andrew Pritchard noted that the Government’s Integrated Rail Plan is now likely to be published after the May Elections.
In the meantime, efforts by local political leaders to influence the final document through the Midlands Connect, HS2 East and Connecting Britain partnerships continues.
Cllr Cutts re-affirmed support or the full Eastern Leg of HS2 including Toton and Chesterfield/Staveley, which was endorsed by the Chair.
6. Williams Rail Review
6.1
6.2
Andrew Pritchard noted that the Government Rail White Paper had been delayed, but that publication was now said to be ‘imminent’. Whilst the pandemic had already brought an end to the franchising model, the White Paper would need set out a clear vision for the future of the rail industry, including:
• The new commercial model to replace franchising;• The nature of the new ‘guiding mind’ arrangements;• The extent of rail devolution to regional bodies and partnerships;• The regional geography for integrating ‘track and train’; and• A strategy for patronage recovery following the pandemic.
The Chair asked for a report setting out the implications of the White Paper (when published) for TfEM at a future meeting of the Board. EMC
7. East Midlands Rail Collaboration
7.1 Kyle Butterworth, TfEMs Head of Rail Improvement since January 2021, summarised the areas of collaboration which have been undertaken to date, and highlighted the following proposed Opportunity and Exception Reports:
• Opportunity: Visibility of the industry led patronage recovery initiatives• Opportunity: Poacher Line West Incremental Improvements• Exception: Post-Covid reinstatement if timetabled stopping patterns
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ACTION
7.2
7.3
7.4
7.5
Andrew Commons from East Midlands Railway provided an update on patronage, performance, timetable recovery and rolling stock replacement and refurbishment over the last quarter. A full timetable with enhanced Intercity, Regional and Electric services from Corby is planned to be implemented in May 2021.
Cllr Spencer highlighted the need for a co-ordinated approach across central and local government to encourage people to use public transport again once covid restrictions have been lifted.
Ioan Reed-Aspley asked about timetable improvements for services calling at East Midlands Parkway. Andrew Commons confirmed that improved calling pattern would be implemented as part of the May 2021 timetable upgrade – but that any early promotion of these services would have to be consistent with the Government’s covid travel advice.
The TfEM Board agreed to:
• Note the areas of rail collaboration in the period.• Endorse the two Opportunities Reports and one Exception Report (noted under 7.1) to
be raised to the Department for Transport in the period for a response.
8. Any Other Business
8.1
8.2
Andrew Pritchard highlighted Government announcements made just prior to the meeting on a new Bus Strategy and the establishment by DfT of a ‘Second HQ’ in Birmingham and of a ‘Northern Hub’ in Leeds.
The Chair noted that Cllr Kay Cutts MBE would be standing down at the May elections and that as a consequence this would be her last TfEM Board meeting. The Chair on behalf of the TfEM Board thanked Cllr Cutts for her contribution to TfEM and for speaking up effectively for the East Midlands over a number of years, and wished her well for the future.
9. Dates of Future Meetings
9.1 • 14th June 2021, 11.00am to 12.30pm• 14th September 2021, 2.00pm to 3.30pm• 6th December 2021, 10.00am to 11.30am
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Rt Hon Boris Johnson MP
Prime Minister
10 Downing Street
London
SW1A 2AA
18th May 2021
Dear Prime Minister
HS2 IN THE EAST MIDLANDS
Last week’s Queen’s Speech included a Government commitment to bring forward legislation to build and operate the next stage of the High Speed Two (HS2) network from Crewe to Manchester. As your Government makes clear, the main benefits of the Bill will be:
• Creating thousands of jobs and providing certainty at a time when people need it the most. HS2 isat the heart of our plans to build back better from COVID-19.
• Bringing our biggest cities closer together which is key to levelling up, will boost productivity andprovide a low-carbon mode of transport and alternative to planes.
As local political leaders representing the East Midlands, we welcome your continued commitment to the delivery of HS2 in full. As previous assessments have all confirmed, only by completing the whole HS2 network can the transport and economic benefits of the Government’s investment be realised.
That is why we are urging you to confirm a legislative timetable for the full delivery of the Eastern Leg of HS2 in the Government’s forthcoming Integrated Rail Plan, including the Hub Station at Toton, HS2 connectivity for Chesterfield and the Staveley Infrastructure Maintenance Depot.
It is now 12 years since the HS2 ‘Y’ network was first proposed by Government, during which time there have been numerous public consultations, Ministerial Statements and independent reviews. Yet whilst work is now starting on Phase 1 of HS2 to Birmingham and the line to Manchester is all but committed, we still have no certainty about the Eastern leg to Leeds via the East Midlands.
In the East Midlands we have worked tirelessly over the last five years on a cross party basis developing detailed plans which use HS2’s arrival at Toton in Nottinghamshire and in Chesterfield asthe centrepiece for joined-up economic strategies. These plans will create thousands of jobs and transform connectivity between the towns and cities of the East Midlands, Birmingham, Leeds, and the North East – a combined area of over 13 million people.
At their heart, our proposals are driven by two fundamental principles: to deliver the maximum public value from investments that have the capacity to transform our economy, and to ensure that these benefits will be felt by local people in ‘left-behind’ communities across the East Midlands.
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Importantly, our plans also safeguard and enhance our precious natural resources, reversing over 100 years of pollution and environmental degradation caused by industry and creating a new low carbon future for our region, restoring our natural capital for generations to come.
The Hub Station at Toton and associated development is a fundamental part of the wider East Midlands Development Corporation proposition developed with support from MHCLG, launched by Midlands Engine Chairman Sir John Peace and which will deliver up to 84,000 new jobs and additional £4.8b of GVA. The Chancellor’s recent announcement of a ‘Freeport’ around East Midlands Airport will complement these proposals.
In Chesterfield and Staveley local leaders have been working with the private sector on proposals for 4,740 new homes and 10,220 new jobs which will deliver £270m net additional GVA and bring 176 ha of brownfield land brought back into use and establish a new international gateway into the Peak District National Park.
Treasury statistics have consistently shown the East Midlands to the lowest funded UK region/nation per head for transport, which in 2018/19 stood at just 55% of the UK average. The forthcoming Integrated Rail Plan is a golden opportunity for your Government to redress this historic underfunding, and to make ‘levelling up’ a reality.
We urge you to set out a clear plan for the delivery of the Eastern Leg of HS2 in full, including the East Midlands Hub Station at Toton, HS2 connectivity for Chesterfield and the Staveley Infrastructure Maintenance Depot.
Yours sincerely,
Cllr Martin Hill OBE Leader of Lincolnshire County Council Chair of East Midland Councils
Sir Peter Soulsby City Mayor of Leicester Chair of Transport for the East Midlands
Cllr David Mellen Leader of Nottingham City Council Vice Chair of East Midlands Councils
Cllr Ben Bradley MP Leader of Nottinghamshire County Council MP for Mansfield
Cllr Barry Lewis Leader of Derbyshire County Council
Cllr Christopher Poulter Leader of Derby City Council
Cllr Nicholas Rushton Leader of Leicestershire County Council
Cllr Jonathon Morgan Leader of Charnwood Borough Council Vice Chair of East Midlands Councils
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Copied to:
Rt Hon Rishi Sunak MP, Chancellor of the Exchequer
Rt Hon Michael Gove MP, Chancellor of the Duchy of Lancaster
Rt Hon Stephen Barclay MP, Chief Secretary to the Treasury
Rt Hon Grant Shapps MP, Secretary of State for Transport
Rt Hon Kwasi Kwarteng MP, Secretary of State for Business, Enterprise & Industrial Strategy
Rt Hon Robert Jenrick MP, Secretary of State for Housing, Communities & Local Government
Neil O’Brien MP OBE, Advisor to the Prime Minister on ‘Levelling Up’
Darren Henry MP, Chair of the Midlands Engine APPG
Sir John Peace, Chairman of Midlands Engine & Midlands Connect
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Councillor Martin Hill OBE Leader of Lincolnshire County Council Chair of East Midland Councils Pera Business Park, Nottingham Road Melton Mowbray, Leicestershire LE13 0PB
1 June 2021
Dear Councillor Hill,
Thank you for your joint letter of 18 May to the Prime Minister, about HS2 in the East Midlands. I am replying as the Minister for HS2.
The Government is committed to ensuring the East Midlands, Yorkshire and the North East reap the benefits of high-speed services. The Integrated Rail Plan (IRP) will set out how best to deliver HS2 and other major rail investments in the North and Midlands, so that the benefits of these investments are delivered to passengers and communities more quickly – as things stand, communities on the Eastern Leg will be waiting until 2040 for the benefits of high-speed rail services, and that is clearly too long to wait. There are difficult choices to be made within the IRP, but Government is carefully considering in full the analysis and evidence from metro mayors, council leaders, and representatives from the North and Midlands, as well as the National Infrastructure Commission’s (NIC) Rail Needs Assessment, and the Government’s own analysis, ahead of making final decisions on the IRP.
As you will be aware, over the past year I have met Northern and Midlands council, city and business leaders along the entire route of the Eastern Leg. I have listened to a diverse range of views on the scope and delivery of the Eastern Leg. The IRP will set out the opportunity for improving productivity in the North and Midlands as well as driving regeneration and employment. This is central to the Government’s levelling up agenda and I know that regional leaders have strong ambitions to maximise the benefits of major rail investment for their communities.
In the East Midlands, I am aware of the ambitious regeneration plans put forward as part of the proposed development corporation as well as at Chesterfield.
From the Minister of State Andrew Stephenson MP
Great Minster House 33 Horseferry Road London SW1P 4DR
Tel: 0300 330 3000 E-Mail: [email protected]
Web site: www.gov.uk/dft
Our Ref: MC/344422
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The NIC set out several options for progressing the HS2 Eastern Leg which include accelerating HS2 to the East Midlands and Sheffield by building a new line connecting to the Midland Mainline near the existing parkway station. This could bring significant benefits to Nottingham and Derby. However, I want to be clear that no decision has yet been taken on this issue. Plans for legislation for the Eastern Leg will be confirmed following the publication of the IRP.
ANDREW STEPHENSON MP
MINISTER OF STATE FOR TRANSPORT
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Transport for the East Midlands 14th June 2021 Item 3: William-Shapps Rail Plan
1. Introduction
1.1 In September 2018 the Government announced a major review of the rail industry chaired by Keith Williams in the wake of problems introducing new timetables in the north of England and parts of the South East.
1.2 The Review has been significantly delayed by the impact of the Covid 19 pandemic, which effectively brought an end to rail franchising due to a sustained drop in passenger revenue. The outcome of the Williams Review was published 19th May 2021 as a Rail White Paper: Williams-Shapps Rail Plan, available on the DfT web-site.
2. Key Points
A New Structure2.1 Network Rail along with parts of the DfT and the Rail Delivery Group (the collective body for
train operators) will be subsumed into a new arms-length public body called ‘Great BritishRailways’ (GBR), which will maintain and enhance the infrastructure, specify rail services andmanage contracts with train operating companies (TOCs). Establishing GBR will requireprimary legislation but the Government expects the new body to be up and running by 2023.
A New Commercial Model2.2 Due to the impact of Covid 19 Government had to assume full revenue responsibility for rail
services through a series of emergency contracts. As the result, the rail franchise systemestablished at privatisation has already come to an end. The White Paper formalises thissituation with the establishment of a ‘concession’ model, similar to that operated byTransport for London (TfL). Under this system, TOCs will be paid to deliver services specifiedby GBR, plus a performance related management fee. Performance metrics will includepunctuality, customer experience, capacity, revenue protection as well as passengernumbers. The Government hopes the concession model will encourage new marketentrants, including potentially Community Rail Groups on some lines.
Rolling Stock2.3 Rolling Stock will remain in the private sector. GBR will lease trains from rolling stock
companies (ROSCOs) in the same way that TOCs do under the current system.
Infrastructure Enhancements & HS22.4 It is likely that infrastructure enhancements will continue to be developed through the Rail
Network Enhancement Pipeline (RNEP) and subject to funding approval on a ‘project byproject’ basis. HS2 will continue to be developed and delivered by HS2 Ltd, with proposalsfor Phase 2b subject to the forthcoming Integrated Rail Plan.
Fares and Ticketing2.5 GBR will seek to simplify fares and ticketing. There will be a single ticketing system and ‘app’
to replace the current plethora of arrangements administered TOCs (which can mean attickets for the same journey are often not valid on another company’s trains). From Junethis year, a new flexible season ticket offer will be introduced to reflect the likely impact of
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changing work patterns on commuting. At a local level there will be scope to integrate rail ticketing with other forms of public transport.
Railway Planning 2.6 GBR will work within a framework of a 30 year strategic plan and 5 year business plans.
Work in the first Whole Industry Strategic Plan (WISP) has already started under the auspices of Network Rail. Planning for track train together over a 30 year time horizon is intended to provide more certainty to rail supply chain and secure better collective outcomes for public and private investment.
Engagement with Places 2.7 GBR will be structured on a regional basis, likely to be based on the regions and routes
recently introduced by Network Rail (the East Midlands Route forms part of the Eastern Region under this arrangement). Local managers will be appointed to provide local accountability for rail services for localities. There is provision for collaborative arrangements with local leaders and politicians – similar to the current TfEM/DfT Collaboration Agreement (see below).
Reducing Industry Costs 2.8 The Government expects the new structure to reduce the costs of running the railway and
the level of public subsidy required. Press reports suggest that the Treasury is looking for savings of between 5% and 10%. GBR will simplify the complex contractual arrangements that characterise the existing structure and centralise the marketing and timetable planning functions undertaken by each TOC. Competing services run by different TOCs on the same route will also be removed, and it is likely that some peak urban commuter services removed during the pandemic will not be reinstated. In addition, Government is proposing to review staff terms and conditions (starting with Network Rail). However, some big industry costs remain untouched, such as train leasing (see above) and power supply.
3. Key Priorities for TfEM
Investment3.1 As part of the new franchise EMR promised to invest £600m in new services and trains,
including replacing all existing rolling stock with new or refurbished trains by 2024. The firstphase of this upgrade came into effect in May 2021, with additional inter-city and regionalservices and electric trains serving Corby. Completing this commitment will fall to GBR, and itwill be crucial that the original plans are delivered in full, including deployment new inter-city bi-mode trains and refurbished 170 (regional) and 360 (electric commuter) trains.
TfEM/DfT Collaboration Agreement3.2 The TfEM/DfT Collaboration Agreement (CA) was signed in September 2020 but appears to
be very consistent with the proposals for working with local leaders set out in the WhitePaper. Migrating the CA to the new arrangements would appear to be straight forward, andthe White Paper proposed to establish a number of ‘pilot areas’ to test approaches.However, the role of local MPs may also need to be considered.
TfEM Response3.3 The Chair and Vice Chair of TfEM issued an initial ‘on the day ‘ response to the White Paper
reflecting the points above, available on the EMC web-site.
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4. Recommendations
4.1 The TfEM Board is asked to:
• Endorse the key proprieties set out under item 3 of this report as the basis for furtherengagement with the Department for Transport on the implementation of the WhitePaper; and
• Note the rest of this report.
Key Contacts
Andrew Pritchard [email protected]
Kyle Butterworth [email protected]
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Transport for the East Midlands 14th June 2021 Item 4: Report of the Head of Rail Improvement
1. Introduction
1.1 This report updates members on the implementation of the Rail Collaboration Agreement between TfEM and Department for Transport.
1.2 TfEM signed a Collaboration Agreement with the Department for Transport in September 2020 to provide local input into the management of rail services delivered by East Midlands Railway.
2. Operational Update (Note: Members will receive a further briefing from EMR at the Meeting)
2.1 The EMR timetable change for May 2021 has now been adopted into service improving capacity, peak journey times to London, as well as operating earlier and later. Successful infrastructure and fleet testing, ORR authorisation, and Driver training meant May 2021 also saw the first electric services introduced on the East Midlands route (London to Corby : “EMR Connect”). The Barton line transitioned to EMR stewardship from Northern which required DfT dispensation to continue to run c153 units for longer than planned.
2.2 The next timetable change (TSR2) planning will be an increased focus in future periods, in particular for EMR regional services; although a date has not been confirmed for this Timetable change. The EMR Timetable change (TSR2) may now coincide with the planned LNER timetable change in May 2022. There are some areas of uncertainty that sustain, specifically regarding the original instruction to split the Liverpool-Norwich service.
2.3 The TfEM Board is to be aware that in the period PPM was consistently good for EMR and in May 2021 EMR restored all of their pre-covid timetable services, although train lengths remain reduced in some areas and under review against demand. Most recently (17th May – 6th June) there has been reduced overall performance. Levels were 85% for the first two weeks following the introduction of the new Timetable, as regional services (such as the Robin-Hood line) were affected by the cumulative effect of: Emerging labour relation constraints (Strike action); optimistic resource management (e.g. Covid) and train station pathing assumptions at Nottingham in particular; occurrence of fleet resilience issues, and prevailing constraints on EMR recovery plan options from inflexibility of a diverse mixed fleet.
2.4 The reduced performance was most acutely observed in the third week after introduction of the new Timetable, with performance overall reduced to 77% in the week inclusive of the May 31st Bank Holiday. We have observed feedback from affected members of rail community groups that illustrate the effect of this to passengers on the ground, particularly on key leisure routes such as Skegness; but also frequently affected communities such as along the Barton line. This feedback additionally identifies anecdotal Operator communication issues at stations regarding sub-optimal delay information, perceptions of low station staffing and associated insufficient communications, and challenges with access to help lines.
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2.5 To register the feedback and to seek assurance for preventative learning, an exception report has been raised to DfT – see Appendix for full details. We have asked EMR for more information such as: Line-by-line specific PPM data rather than overall metrics; Identification of what the constraints are that are adversely affecting performance and customer service; and what the key actions are to reassure stakeholders that the situation will urgently improve. EMR have indicated in their assessment that the Timetable is not likely to ‘bed in’ as originally planned without action. We have been advised that a regional resilience plan is to be proposed by EMR to the DfT for endorsement that will include a reduction in timetable within the next two weeks, potentially by as much as 20% on regional routes to relieve the Nottingham centric issues. This is likely to introduce regional service levels very similar to a Feb 20 'pre-Covid' timetable to relieve the Nottingham centric issues. EMR have committed to continuing to keep members updated throughout this process.
2.6 Whilst it is too early to understand the detailed plans and also the thoughts of colleagues at the DfT, we have proactively shared further exception report to influence departmental choices for foreseeable peak leisure demands in the Summer, and to increase contingencies as a preventative measure – see Appendix 4 for full details.
2.7 In May 2021 CrossCountry implemented an increased refurbished fleet on the route linking Birmingham with Leicester, Nottingham, Cambridge and Stansted Airport to reduce crowding at peak travel times; specifically, conversion of six existing two-carriage Turbostar trains into three-carriage trains, an increase of 80 seats per train. PPM is consistently above 90% including for specific East Midlands routes such as Birmingham-Stanstead and Cardiff-Nottingham.
2.8 Graphs for loadings for EMR and CrossCountry can be found in Appendix 1 to this paper. For EMR loadings on the London route went up to 27%, and Liverpool-Norwich route was up from to 25%. Patronage on Local Services remain steady at ~15% as of the end of May.
2.9 Emergency Recovery Management Agreements (ERMAs) which are Government backed concession arrangements replaced the original Franchise Agreements in 2020. An annual business plan has now been agreed between EMR and DfT for 2021-22. Whilst recognising Treasury set challenges to the DfT, and phasing of planned commitments in some areas, we are assured the business plan prioritises continuity of services and previous principal committed obligation investments.
3. Infrastructure Development
3.1 Appendix 2 provides a table of the priority rail schemes within development in the East Midlands.
3.2 The following are some areas where changes to rail infrastructure have been confirmed in the period:
• Restoring Your Railway – Wave 3 full bid submissions list has been published by the DfT.There is no publicly confirmed date for the announcement of successful applicants.
• £137m Hope Valley Investment announced – Planned to commission in Autumn 2023 toimprove journey times between Sheffield-Manchester, specifically to improve sections of
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the railway between Bamford station and Jaggers Lane Bridge in Hathersage, and around Dore & Totley station where a second platform will also be added.
• Grantham Car Park Opened - As part of a £1.5million improvement to GranthamStation, an extra 115 car parking spaces have been created and a new improved station approach completed.
• Physical mast foundation piling work on site has commence north of Kettering as part ofElectrification extension to Market Harborough (KO1A).
• Oakham station footbridge – Completion of a £856,000 project to renew and strengthenthe bridge to make sure it remains fit for purpose.
• Network Rail has completed a £2.7million project to strengthen two railway bridges inGrantham spanning Barrowby Road and Springfield Road which carry the East Coast Main Line.
• Commencement of the £2.8million scheme to fully reconstruct Manton railway bridge.The section of the A6003 at the bridge will remain closed until Monday 5 July to allow the work to take place safely.
3.3 Stimulating the East Midlands Investment Pipeline for outcome delivery before 2030 and consolidation of the East Midlands specific rail needs evidence will be raised as asks on an ongoing basis, specifically to DfT and their regional transport planning agencies - Midlands Connect and NR System Operator.
4. Rail Reform & Industry
4.1 The Williams-Shapps White Paper references enhanced collaboration arrangements for local government involvement on both the governance of, and accountability for, regional rail choices:
• "Great British Railways will enable much closer collaboration and joint working with localleaders. There will be one, single point of accountability for rail services in a town, city orregion. New partnerships between Great British Railways and local and regionalgovernment will be established to give local leaders a greater say in how the railways arerun in their area”.
• "Local railway managers will be scrutinised by local politicians through joint governancearrangements to provide clear accountability locally”.
4.2 An Opportunity has been identified to seek early regional engagement with the new DfT transformation programme leaders to realise the vision of the Williams-Shapps White paper, including engagement with anticipated early proxies for ‘Great British Railways’. We have written to the DfT to recommend that a named DfT point of contact is identified on East Midlands engagement to work with the TfEM Board and individual Local Transport Authorities. We believe that the TfEM-DfT existing Collaboration Agreement could be evolved to enable the East Midlands to become a pilot for the new arrangements.
4.3 The Williams-Shapps report was announced in parallel with the introduction of Flexi season tickets (Carnet set) which will be on sale from 21 June. Industry initiatives to stimulate patronage recovery was the subject of a previous exception report issued to the DfT. Given the Government took steps to strengthen its ‘Stay at Home’ message with a public information campaign aimed to discourage use of public transport unless essential, the flexi-season carnet
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can be seen as a piecemeal step. There is currently limited expectation that any further substantive initiatives will be announced, and as such the risk remains that slow usership recovery in the short term could have medium to long term impacts such as reduction of services, curtailment of investment, and sustained reduced patronage.
5. Strategic Statement Refresh
5.1 A refresh of the 2017 TfEM Strategic Statement for Rail was drafted in May 2021 to support the initial Network Rail Eastern Whole Industry Strategic Plan (WISP) Survey response by TfEM. This incorporated comments from Transport officers across the Local Transport Authorities. This draft is included within the TfEM Board papers for members review and initial feedback.
5.2 SCP Consulting are finalising a high-level gap analysis of the May 21 TT and specifically high-profile Interchanges. This will be fed into the SS refresh final version specifically to support clarification of future Timetable priorities. A proposed final version is intended to be issued to members in the next period such that it can be formally endorsed at the next TfEM Board.
5.3 The Strategic Statement identifies some areas where further insight work could be commenced by TfEM with partner organisations. Enquiries are planned to be made in the next period to support TfEMs ongoing industry engagement with operational choices and also rail reforms. It is anticipated that the Head of Rail Improvement will be invited to collaborate with the DfT in planning the next National Rail Passenger Operator Contract awards for the short post-ERMA duration. There may be the need to support emerging technical workstreams associated to this, as this DfT engagement becomes more regular and closer.
6. Recommendation
6.1 The TfEM Board is invited to:
• Note the areas of rail collaboration in the period.
• Note the new rail collaboration communication reports within the Appendix issued toDfT during the period for their response:
o Opportunity - Great British Railways : Early Regional Engagemento Exception – EMR performance decline since May 21 TT introduction and Bank
Holiday impact on passengerso Exception - 2021 Summer peak services contingency planning
• Consider future feedback on the ’Draft TfEM Strategic Statement for Rail’ refresh
Key Contact: Kyle William Butterworth Head of Rail Improvement [email protected]
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Appendix 1: TOC Loadings
EMR:
CrossCountry Regionals:
Appendix 2: Partner Infrastructure Development
The TfEM Board is invited to be aware of ongoing projects and strategic developments that the TfEM Head of Rail Improvement is informed of at varying stages of development. This excludes both TOC-led enhancements and NR Asset Renewal.
Nottingham/Leicester-Coventry Lincoln - Nottingham
0%
5%
10%
15%
20%
25%
30%
2021 - Week 08 2021 - Week 09 2021 - Week 10 2021 - Week 11 2021 - Week 12 2021 - Week 13 2021 - Week 14 2021 - Week 15 2021 - Week 16 2021 - Week 17 2021 - Week 18 2021 - Week 19 2021 - Week 20
Regional Routes
Birmingham - Oakham Birmingham New Street Birmingham to Cardiff No�ngham to Bi rmingham Oakham - Stansted Airport
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Item 4
Midlands Connect
Midlands Rail Hub (Birmingham – Leicester/Nottingham/Derby HS2 Conventional Compatible Services Regional Smart Ticketing Crewe-Stoke-Derby
HS2 Ltd HS2 Phase 2B East
Network Rail - DfT Leicester Capacity MML Electrification KO1A MML Electrification ‘Phase 3’ Hope Valley Freight Passing & Dore/Totley Platform ECML May 22 Timetable Preparatory Works (Kings Cross etc) Syston-Trent W12 Gauge Clearance
Local Authority Led RYR Schemes: Barrow-Hill [1], Maid Marian [2], Melton Syston cord [2], South Humber Ulceby cord [2] RYR Wave 3: TBC Joint Robin Hood-Maid Marian Reopening SOBC Leicester Station Area Masterplan Freeport Freight Rail Impact Assessment East Midlands Dev Co Rail Feasibility Opportunities
Community Rail Group Led
RYR: Ivanhoe [1] RYR Wave 3: TBC
Operator Led/Supported
RYR: Ollerton [CO]
Appendix3: Rail Industry & Policy Announcements Look-Ahead:
The TfEM Board is invited to be aware of future rail policy announcements that may necessitate wider consideration in due course.
• Rail Recovery - National, regional and local patronage and revenue recovery initiatives led by
DfT and Rail Delivery Group (RDG) • Williams-Shapps Plan for Rail White Paper & DfT ‘Great British Railways’ Transformation
Programme – Widescale rail industry reform. Areas of focus for TfEM will be approaches to ‘regionalisation’ and also investment commitments.
• Whole Industry Strategic Plan (WISP) – National network strategy led by a cross industry team, and to be published within 2021. Understood to have ‘Eastern’ region sub-section particularly relevant to the East Midlands.
• Integrated Rail Plan (IRP) – Government response to the HS2 Oakervee Review and National Infrastructure Commission Rail Needs Analysis. Aim to baseline requirements for major Northern and Midlands Rail Investments.
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Item 4
• Traction Decarbonisation Network Strategy – Governments specific priority pipeline document for transport decarbonisation. Build on Network Rails assessment of candidate rail routes from Summer 2020.
• Levelling Up White Paper – The Williams-Shapps White paper specifically references this further White Paper as critical to details on reforms to local management of rail.
• Rural Mobility assessment of the mobility trends in rural areas, and the emerging opportunities • Union connectivity – An interim report was published in the Spring of 2021 but a final set of
firmer recommendations are anticipated in late Summer 2021. • Multimodal freight • Second National Infrastructure Assessment - The UK’s second National Infrastructure
Assessment will be published in the second half of 2023 and consultation and analysis to inform its recommendations will commence Autimn 2021
• Midlands Connect Strategy Refresh – The update from the SNTB is likely to strengthen their alignment to key themes such as decarbonisation but also introduce a revised phasing to development and investment of their rail schemes.
• RNEP refresh – The DfTs formal register of rail investment has not been updated since March 2018.
Appendix 4: Collaboration Agreement Exceptions & Opportunities
The following are the open Exception and Opportunity reports formally issued to the DfT for response:
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Item 4
Title of Opportunity Statement OS004: Great Bri�sh Railways – Early Regional Engagement
Date Raised June 2021
Background
In September 2020 the TfEM-DfT Collabora�on Agreement was signed. In May 2021 the Williams -Shapps White paper was published for rail industry reform.The White paper includes transi�on of the management of opera�onal services to a new vehicle “Great Bri�sh Railways”. TfEM are very keen that the commitments within the Collabora�on Agreement are not eroded, and that the premium placed on the rela �onship with TfEM for the East Midlands region is posi�oned as cri�cal within the establishment of the regional management team at Great Brit ish Railways. The Williams -Shapps report make many references to ‘Governance’ and ‘Accountability’ for local leaders within the regions of Great Bri�sh Railwa yswhich require more detail. There is also reference to the planned establishment of Pilot groups.Within Williams -Shapps, it is clear that whilst there are a great many changes, the DfT retain a key role that TfEM would s�ll engage with for key messaging.
Opportunity Statement
TfEM seek to engage with Great Bri�sh Railways (and their proxy un�l 2023) and the DfT on a tri -lateral basis with immediate effect to establish regional working prac�ces and priori�es in the East Midlands in line with the Williams -Shapps report. The TfEM -DfT Collabora�on Agreement presents the East Midlands at an advantage to support the DfT and GBR with any planned Pilot arrangements.
ConsequencesThe TfEM-DfT Collabora�on Agreement requires further energy to involve TfEM in DfT-EMR bi-lateral planning for TSR2 and TSR2+ and wider Opera�onal Management choices. The Williams -Shapps report outlines a more formal process that would boost the current arrangement to include regional Governance and Accountability.
Suppor�ng Informa�on A communica�on shall be issued by the TfEM Director of Policy and Infrastructure to the DfT Passenger Services Market Lead : Eddie Muraszko to commence a dialogue on this opportunity to place the East Midlands at the front of the queue for meaningful engagement on reg ional rail choices.
DfT Response
TfEM comment on resolu�on
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Item 4
Title of Excep�on Report ER-002: Performance decline since May 21 TT introduc�on and Bank Holiday impact on passengers
Date Raised June 2021
Background
The new EMR Timetable (TT) was introduced in May 2021. Since this milestone, performance has markedly reduced from the long term norms to ~85% overall. To date a route -by-route breakdown has not been provided to TfEM, but the Robin Hood line was referred to experiencing ‘bedding in’ issues at a cross-industry mee�ng – assurances were provided by EMR that they were learning and that there was confidence in the plans ahead of the May 31st Bank Holiday. In addi�on to two weeks of poor performance affec�ng passengers the train lengths have been chosen by the DfT and EMR to remain less than the pre covid level on some routes, restric�ng capacity and social distancing space.
TfEM have now received local feedback to share with the Department regarding unsa�sfactory performance and service across the May 31st Bank Holiday, which combined with the above contextual lead up, reduces confidence of stakeholders in the planning and preventa�ve choic es made by DfTand EMR going forward. Some of this from Lincolnshire stakeholders is very strong. Also the predictable yet unmi�gated overcrowding on leisure routes made the Na�onal press, reflec�ng the poor feedback from some passengers.
Excep�onTfEM seek assurances and evidence from the DfT that the performance issues are diagnosed, targeted ac�ons are being resourced and monitored, and choices for preventa�ve measures are being priori�sed such that planned trains run, and more run on �me.
Consequences
TfEM await both EMR responses and DfT responses to the performance metrics and service feedback. It is an�cipated that there are a combina�on of factors which all need targeted treatments – including revisi�ng some rail management choices to reduce constraints on the TOC.The next few months are cri�cal to welcome passengers back and s�mulate leisure travel – this is has poten�al for damage beyo nd merely the dates in ques�on, and now there is increased emphasis on recovering passenger trust.
Suppor�ng Informa�on The local stakeholder feedback can be shared with the DfT via email.
DfT Response
TfEM comment on resolu�on
21
Item 4
Title of Excep�on Report ER-003: 2021 Summer peak services con�ngency planning
Date Raised June 2021
Background
Historically the services between No�ngham and Skegness have seen peaks in demand for temporary periods related to Summer Holidays and Events.This is in condi�ons where many will have also had the op�ons of foreign holidays.One previous solu�on included u�lisa�on of high capacity rolling stock on this route for short dura�ons and targeted services.This year (2021) UK holidays including des�na�ons like Skegness and Cleethorpes could reasonably see peak demand beyond that of previous years.Any overcrowding would be a bad experience for leisure passengers – which is a market the industry is seeking to grow, and also bad press for the industry, local authori�es and Government.Any reliance on passengers using overcrowding apps/tools or using alterna�ve services is likely to be very sub -op�mal, especia lly for this leisure demographic. The people need to be moved safely and on �me and the onus should be on the Operator.
Excep�on
TfEM request the DfT to mandate EMR to enact a con�ngency plan for Skegness and Cleethorpes summer services beyond that of previous years and poten�ally provide excess capacity at cost for a short period, just this year, to avoid the consequen�al damage that wo uld far outweigh the addi�onal costs.EMR should not look back at the end of the Season and reflec�ng on: “Service could have been improved if only we were affor ded the resources….”
Consequences
Any overcrowding would be a bad experience for leisure passengers – which is a market the industry is seeking to grow, and also bad press for the industry, local authori�es and Government. In the context of Covid and Patronage recovery and the regions leisure messaging - any service other than exemplary would be highly regre�able. No�ng the issues over the May 31 st Bank Holiday there is now work to do to recover passenger trust.
Suppor�ng Informa�on N/A
DfT Response
TfEM comment on resolu�on
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Item 4
Title of Opportunity Statement OS001 –Visibil ity of Industry led patronage recovery ini�a�ves
Date Raised March 2021
Background
Covid 19 has seen rail patronage in the East Midlands fall to consistently less than 10% of compara�ve use.
As the travel restric�ons are li�ed in line with the Governments roadmap in 2021, rail patronage would benefit from industr y led specific ini�a�ves to encourage back old users and a�ract new user markets; rather than simply open -up with the industry proposi�on to customers which was prevalent in February 2020.
Along with medium term rail improvements to service, connec�vity, performance and capacity; the offer that the industry make s to passengers and prospec�ve passengers on fares and �cke�ng is immediate and a fundamental travel choice lever .
The opportunity is na�onal in nature and requires a coordinated framework to be set centrally that operators can respond wit h - especially with fares and �cke�ng. Regional bodies can support and enhance if communicated with a clear strategy centrally. There is urgency requ ired to communicate ini�a�ves in order to have a joined -up response.
Opportunity StatementTfEM request the DfT provide a firm proposal and �meline for posi�ve industry ini�a�ves to be implemented by rail operators to s�mulate rail usership post-covid lockdown
Consequences If patronage and revenue do not recover in the short term there many be medium term impacts to the extent of: industry subsid y, fare increases, service reduc�ons.
Suppor�ng Informa�on
1. TfEM and Local Authori�es can more readily aid the industry ini�a�ves through tourism, place and growth team communica�ons by being provided with up to date knowledge of the tangible posi�ve ini�a�ves being progressed by the DfT and partners such as Rail Delivery Group (RDG) – specifically on fares and �cke�ng
2. There is a broad opportunity to reform the medium -long term approach to fares and �cke�ng. Encouraging patronage back post -covid could provide the urgency to accelerate these reforms.
DfT Response NO WRITTEN RESPONSE RECEIVED
TfEM comment on resolu�on UPDATE May 2021: Flexible season �ckets published as part of Williams -Shapps Report in May 2021. No update from RDG on RRRG ini�a�ves.
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Item 4
Title of Opportunity Statement OS002 – Poacher l ine west incremental service
Date Raised March 2021
Background
Local Councils, Communi�es and MP’s (Rushcliffe, Melton and Grantham) have aspira�on for increased stopping services on the Poacher line west –specifically at Netherfield , Radcliffe, Bingham, Aslockton and Bo�esford – ci�ng limited exis�ng services, A52 conges�on, and growing property and popula�ons. Previous route study assessments have been shared with DfT and EMR.
Whilst EMR have accommodated some improvements in the May 2021 �metable, these are not to the level of ambi�on communicated by the local par�es.
Opportunity Statement
TfEM request DfT and EMR to provide an op�ons assessment to explore the next phase of incremental increases in service on the Poacher Line to be implemented in near term horizon �metable changes.
Along with the previous route assessment documents and the representa�ons by the Local par�es, a separate opportunity state men t has been dra�ed to share which iden�fies specifics, at Radcliffe in par�cular, for short term improvement.
Consequences
The previous route assessment documents and separate opportunity statement refer to the inadequacy of the current services fo r the affected growing communi�es to see Rail as an appealing travel op�on. This will sustain if enhancements are not inves�gated. The d ocuments also iden�fy the high-level constraints. Acknowledging cost-benefit trade -offs, the proposed next step is to seek to grow the service incrementally by offering a fit forpurpose rail proposi�on to these communi�es. Both road and rail are parallel assets to be made fit for purpose along this c orridor.
Suppor�ng Informa�on1. The previously supplied route assessment documents and accompanying opportunity statement iden�fies the primary constraints in terms of
infrastructure capacity and opera�onal stock and labour constraints.2. The ambi�on for incremental service improvements is matched by the ambi�on for increased customer service to make rail an a ppealing offer,
some of which are iden�fied in the accompanying opportunity statement.
DfT Response NO WRITTEN RESPONSE RECEIVED
TfEM comment on resolu�on UPDATE May 2021: John Macquarrie to setup kick off session with EMR and TfEM to help con�nue
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Item 4
Title of Excep�on Report ER001 – Reinstatement of full �metabled services
Date Raised March 2021
Background
During the Covid 19 na�onal travel restric�ons in 2020-21 passenger rail services have been reduced against the original planned �metable for the dura�on. The reduc�on is in the context of significant reduc�ons in compara�ve passenger patronage. It is recognised that the industry have sought to protect key journeys for example school and key worker flows.Service reduc�ons have manifested as: to remove full �metabled services, change origin or des�na�on termina�ons, reduce car lengths, or omit interim stops.This service reduc�on has, in part, contributed to some improvement in performance.
Excep�on
TfEM request the DfT provide reassurance that planned �metabled services will be reinstated in full.
TfEM recognise an exact �meline for confirming reinstatement of services would have to be at an ‘in principle’ level at this stage.
If there are industry plans to diverge, (specifically to reduce capacity, des�na�ons, frequency or stops), TfEM request that the DfT, supported by their Operator agents, provide wri�en visibility of the range of op�ons considered before confirming decisions for service reduct ions to endure.
Consequences
1. The East Midlands is a region which has seen rela�ve under investment in rail and has a service that is restricted as a resu lt. One aim of TfEM is to improve rail services as part of the public transport offer. Enduring service reduc�ons are perceived to be a detrimental st ep to that aim and should be guarded against.
2. Decisions for reduced services to endure would impact affected communi�es. Whilst the trade -off for improved performance may be a choice available to the DfT, this is a sub-op�mal step that obfuscates the ac�ons needed to get the �metable robust in the first place such that performance isn’t ‘at risk’. This may in cases need to accelerate key infrastructure mi�ga�ons. Improved performance made by opera�onal changes would not benefit the communi�es impacted by reduc�on to their services, and as a minimum the op�ons to mi�gate must be presented by DfT/Operators.
Suppor�ng Informa�on
The primary case example is that of Chesterfield which has been impacted by reduced stopping services on the Crosscountryoperated route during the Covid-19 travel restric�ons. This was raised as a concern to the operator and the Minister for Rail by the LA (Derbyshire) during the Covid-19 period as sub-op�mal. Further to this, and more concerning, is that reassurance has not been forthcoming that these services will be rein stated when na�onal restric�ons are li�ed. This is a case where full reinstatement is considered necessary but the process and principles hold for all East Midlands services across all operators which are to be protected.
DfT Response NO WRITTEN RESPONSE RECEIVED
TfEM comment on resolu�on UPDATE May 2021: EMR full �metable reintroduced. Capacity remains reduced from full pre -covid with phased reintroduc�on monitored. Williams -Shapps plan confirms that long term peak capacity on certain routes likely to be reconsidered by GBR (and thus in interim).
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Transport for the East Midlands (TfEM) is the joint committee which brings the Local
Transport Authorities in the region together under the auspices of East Midlands Councils
(EMC). In the East Midlands, transport spend per head has been significantly below the UK
average level for all of the last 25 years, declining to just 55% of the UK average in 2018/19,
the lowest level of any UK region or nation. 17 out of 40 of the worst ranking local authorities
for social mobility are in the East Midlands and regional rail services in particular have lacked
investment. Assessments undertaken by Network Rail to inform their long-term planning
process have concluded that many of the existing routes serving the East Midlands will
become increasingly overcrowded in the 2020s without the addition of new capacity.
Our strategic vision for rail is to facilitate sustainable patterns of movement and drive
economic growth in the East Midlands by increasing connectivity for people and businesses
within the region and with the rest of the UK. Boosting transport spending in the East
Midlands towards the UK average to catch up relative decline will improve productivity and
growth in the East Midlands, which will benefit the region and UK plc.
We are asking the Government to:
Commit to a long-term rail network plan and enhancement funding settlement.
Reduce the uncertainty for Transport Planning Agencies and the inefficient burden
on Local Transport Authorities to bid competitively for ad hoc transport funds.
Smooth the reactive ‘boom and bust’ supply chain demands and tackle enduring
network constraints with an enhanced network blueprint approach.
Adopt a new decision-making approach to ensure a new balance of regional growth. This will require changes to the current ‘virtuous cycle’ decision processes and should increase the weight of the pro-active pursuit of targeted East Midlands growth.
Sustain a well-phased buoyant pipeline of regional rail enhancements, and
immediately establish an industry task force with Local Authorities, Transport
Planning Agencies and Passenger Groups to deliver incremental enhancements in the
RAIL STRATEGIC STATEMENT 2021
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period to 2030, in parallel to the long held strategic goals - which appear at a more distant
horizon.
Ensure more trains run on time. Ensure industry agencies plan and maintain track
and train to perform as planned without further sacrificing the relative low service
base in the East Midlands, and instead strive harder to serve a 7-day economy. Use
parallel national reforms of operations to consolidate the customer offer in the
region to eliminate multi-operator conflicts, service growth inhibitors, and ensure
stations are managed by those that primarily operate the services. Prioritise the value
of more staff on trains and at stations. Improve industry strategic resilience to climate
change, incident response, and at-risk labour skills (with recruitment strategies to
include the pursuit of diverse teams with local mixed-grade opportunities) to satisfy
this industry succession challenge. Respond to the voice of the customer, future
business, and future demographic needs, with increased empowerment to rail
agencies to deliver necessary change at all levels based on a forensic understanding
of places, people, and trade.
Budget for well-resourced and integrated multi-modal transport planning and rail
delivery organisations. Mandate the presentation of transparent, evidenced, East
Midlands specific, rail needs over time, directed to use, regional growth and social
connectivity. Collaborate on rail investment decisions and development plans with
Regional and Local Government and go further to engage with stakeholders in a more
regionally responsive and regionally accountable way on public transport choices and
promises, with a shared objective of meaningful continuous improvement.
Consultations are an imperfect means of canvassing stakeholder inputs, and there is
often not a level playing field of discourse. Move beyond arms-length benevolent
stakeholder management to seek to put evidence in the public domain with regional
representatives and build consensus around its interpretation.
Develop cross-modal freight decarbonisation targets and implement policies to
achieve them. Support the network to utilise existing freight paths and decarbonise
those freight miles further. Adopt the technologies the market can bring to bear for
rail freight, but do not expect the market to adopt modal shift quickly enough without
Government leadership. Ensure the forecast Freeport and SRFI freight demands are
integrated, and impact assessed so that the opportunity is maximised.
Urgently recognise that a better deal for passengers is in the national interest and
that transparent, equitable, competitive fares and modern ticketing are keys to
sustained patronage and overall revenue. As the travel restrictions of 2020-21 are
27
lifted, rail confidence and demand would benefit from industry led specific initiatives
to appeal to prospective customers, and influence reductions to private car use; such
as value for money leisure train journeys (to Retail Hubs, National Parks and Coastal).
The Midland Mainline should not be the most expensive mainline out of London and
there could be modern inclusive and productive alternatives to ‘First Class’. Ticket
prices for journeys on ‘new trains’ such as the Aurora or HS2 fleets should not be set
that erode the capacity benefits they are required to provide. There is no reason that
the East Midlands could not target customer service scores of the best in the country.
This could include initiatives such as “named” assistance staff for familiarity; and seek
to match the ambitions adopted elsewhere for accessibility notice of 2 hours. Leading
on best practice customer insight of both users and non-users will be essential.
… and to Prioritise Network Enhancement…
Whilst we recognise national short-term uncertainty as the industry returns from enforced
travel restrictions, the East Midlands is not a candidate for a sustained reduction in services
and/or train capacity. Immediate reinstatement of pre-covid frequency and capacity should
be a minimum with firm guidance on social distancing agreed. Enhancement should be
efficient and effective but relentless to prevent the region from falling relatively further
behind still.
With the completion of the works to support the May 2021 Timetable change, the remaining
work-in-process rail developments for the region are in early stages and thus are uncertain,
and at times with a distant commissioning horizon.
The 7-year East Midlands Rail operating contract commenced in 2019 promises a
number of long-sought improvements to the East Midlands services and quality of
trains, progressively commissioned up to 2022/23 - and is no more than the
minimum the region deserves. Regardless of industry reforms, the Committed
Obligations must be delivered as expected, specifically Station enhancements and
the introduction of refurbished trains and new Bi-Mode electric intercity units. The
expectation is that the industry will be incentivised by Government to seek to put
passengers first and adopt nationally led initiatives in improvements to Customer
Information and further continuous improvement through 2022 out to 2026 and
beyond to 2030.
28
In reach timetable enhancements inhibited due to operational management choices
should be challenged such that Everyday of the week, regional and local trains run
earlier, later, regularly and predictably – which on occasions are currently limited by
choices such as the rostering of Signalling staff. We would encourage strategies for
enhanced timetables that could be quickly implemented for rural hubs such as
Boston, Belper, and Oakham; and Leisure Economy destinations such as the East
Coast (Cleethorpes, Skegness); the Peak District; and key Airports to be within no
more than one change.
HS2 must be delivered in full. The segregation of lines will improve journey times,
provide critical links to the North, and release key capacity on the West Coast, MML
and East Coast arterial lines to better serve regional needs. The region has committed
to supporting the railway with associated industrial and regenerative investments
through the East Midlands Development Corporation, East Midlands Freeport and
‘Access to Toton’ programmes. A post-IRP impact assessment will need to be
prioritised at pace and with no curtailment to ambition, in order to ensure the region
can make the most of HS2 and realise the step-change in connectivity needed from
the East Midlands to the North East, North West, East, Yorkshire and Scotland
through any means. The East Midlands must not be excluded from the
transformational connectivity and inward investment that HS2 will attract.
The DfT ‘Rail Network Enhancement Pipeline’ (RNEP) identifies the current
development commitment for strategic schemes such as Leicester Area Capacity,
which should be ballasted by commitment to the Leicester Station Masterplan.
Leicester is a Midlands Engine City, held back by its rail infrastructure and current
compromised connectivity. Transformation of Leicester Station and area network
capacity will provide benefits to customers and businesses across the region as a
whole. Lincoln, Grantham and Nottingham Hubs have medium-term strategic need
for similar planning treatment, as their horizon for incurring unacceptable network
constraints can be foreseen.
The UK railway would benefit, under the canopy of a network wide business case, for
enhancement enabled by repeated installation of technologies to the network as a
whole. A commitment to a prioritised rolling programme of upgrades should apply
to:
✓ An Accessibility and Security minimum standard for all stations – no longer
‘If’ but ‘When’.
✓ Rail 5G rollout ensuring the unique rail productive passenger offer is
maximized.
29
✓ Digital Signalling twinned with associated junction and terminus works.
✓ Electrification twinned with an Electric Passenger Rolling Stock Cascade and
an Electric Freight Strategy as the only way to realise rail decarbonisation.
The East Midlands has a strategic advantage to continue a rolling wave of network-
wide further Electrification, as Bi-Modes are planned for introduction to the MML
intercity route from 2022. Any discontinuous electrification should be seen as an
interim solution to support phased rollout of full electrification such that Bi-Modes
can roll off to other routes to be replaced by full electric stock on the MML which are
greener, faster, and more cost efficient. Confirmation of more new electric rolling
stock adopted across the East Midlands routes, and more services, would make a
joined-up case. There is a near-term opportunity to adapt existing Diesel rolling
stock, in order to offer Battery (or Green Fuel alternates) use at Stations and other
identified Air Quality Management Areas to reduce emissions and improve rail
appeal.
The East Midlands is planned to be the largest region for operation of 20yr+ Diesel
class 170s. Given lead times, the planning for Diesel rolling stock replacement on the
East Midlands geographic area should be commenced now across all regional
operators. The rolling stock strategy should go hand in glove with the Traction
Decarbonisation Network Strategy, and also prudently optimise the infrastructure
tactically with the rolling stock capability.
As the Multi-Modal Transport arm of the Midlands Engine, ‘Midlands Connect’ plan
to deliver strategic rail improvement at scale and should receive commitment to
maximise their efficiency and effectiveness. This includes the Midlands Engine Rail
Hub which includes a step change in journey times and frequency between Leicester,
Derby and Nottingham to Birmingham which only currently occupies ~20% of modal
share.
Rail is particularly uncompetitive for journeys between many areas in and out of the
East Midlands. One stark example is between Leicester and Coventry where there is
no direct rail service despite the cities being less than 30 miles apart. Midlands
Connect have identified a means to unlock this at good value for money, and we now
want to see it achieved at pace.
There are areas of the Rail infrastructure that are enduring constraints where the
cost of intervention outweighs any single proposal to enhance service benefits. These
well-known pinch points require a centrally driven mandate to consolidate otherwise
disparate benefits into a portfolio of network future proofing, such that enduring
30
constraints are progressively overcome in a value for money way e.g. overcoming
Newark Flat Crossing to benefit the ECML, freight to Immingham Port, and the
reinstatement of frequent fast journeys between Lincoln and Birmingham is one
opportunity that should be picked back up and phased with the welcome Midlands
Connect line speed ambitions. Frequent fast journeys between Nottingham and
Derby to Crewe are equally demands that will increase as HS2 offers connectivity at
Crewe, with further frequency solutions required to build on pending linespeed
improvements.
Long Distance journeys to London undoubtedly see timetable improvements in 2021
- and this goes to prove enhancement at scale can be achieved without cost
escalation. The MML is still behind other Intercity lines but long-held demand for
competitive journey times to the Capital are now closer in touch, such as Leicester
within an hour, and Nottingham within 90mins. More ambitious direct connectivity
for Lincoln, Grimsby and Mansfield should also be planned to enable rail to become
the dominant mode for long-distance travel, in turn enhancing local services so that
these additional stops are no longer required on long distance journeys.
For the past 25 years rail has been a growth mode of transport and TfEM are keen
that it is the objective evidence led cases for intervention that receive priority. There
are growth corridors that Transport and Housing should develop in synergy,
encouraging through spatial planning both people and business into the region.
There are ‘burning platforms’ whereby existing services are forecast to perform
insufficiently, or experience unabated overcrowding. Relief of these cases should be
time-constrained with spatial intervention targets assessed in advance of passengers
being impacted. In some areas this is immediate. An example could be the Robin
Hood line where constraints of a shared line between rail and light rail is challenging;
or key route train lengthening is assessed which is an option considered for further
development by Network Rail within their East Midlands route strategy advice to
overcome forecast capacity concerns, along with strategic junction and track
linespeed and layout improvements (e.g Trent, Tapton, Sheet Stores, Stenson,
Trowell, North Loughborough, Kilby Bridge). The roll-out of solutions to protect
services from the impacts of climate change, temporary speed restrictions, and
trespass such as asset monitoring technology and diversion capability are under-
progressed for a mature engineering industry and will impact passengers through
poor performance without strategic treatment.
With the introduction of faster trains, linespeed improvements should be optimised
to seek car competitive journeys across local and regional services, examples could
31
be between Nottingham and Skegness, Birmingham to Peterborough, and rural Level
Crossing closures. Synergies with renewals is an efficient means and any planned
renewals should be enhanced to a future network blueprint.
Other incremental scheme opportunities are improved Community-to-Community
connectivity such as direct Cambridge services, Corby northbound services, and
enhanced Cleethorpes direct services through extensions of existing services. These
regional services are in addition to the Northern connectivity required as part of the
HS2 complimentary service assessment.
It is possible that the region will benefit from some of the wider national investment
in development of restored railways to passenger use. Key benefits could be
restoration of mass public transport to areas of transport poverty, and associated
benefits to existing lines with released capacity. TfEM welcome this stimulus to
assess schemes that many Local Authorities and Community partnerships have
campaigned to get on the agenda. It is likely this is just the first step for many of these
opportunities. There are also communities that have grown since the peak reach of
the UK rail network, and now warrant genuine consideration of initial new rail
connectivity. Examples could include Rushden, Coalville, Ollerton, Staveley Town,
Clay Cross, or Weedon (Daventry parkway). Other populations without rail access
should be meaningfully attempted to be connected and where this is simply
insurmountable a strategic coach connected to the rail network should be provided.
For too long Local Transport Authorities, Community Rail Partnerships and Operators
have been under supported to get scheme initiation off the ground, with ad-hoc
competitive funds, and unrealistic progress expectations by Government from
preliminary assessments that have stymied momentum on meaningful local changes.
The burden must be shifted to an owned Government approach where existing rail
assets and services do not meet a minimum public inclusivity standard. Accessibility
and Security represent the level of inclusiveness that public transport offers, and rail
does not currently achieve this uniformly. Priority examples are Alfreton, Beeston,
Duffield and Netherfield which are just a sample of stations which are not currently
step-free.
32
We Will:
Provide local input to the Department for Transport with their Operational
Management choices, starting with the post-covid recovery. Seek further deepening
of the role of the current TfEM Collaboration Agreement with stronger decision-
making process principles.
Seek to ensure the voice of the passenger is heard and guide the rail industry to be
more regionally responsive and regionally accountable. Seek objective evidence on
decisions from Government and normalise increased scrutiny of apparent inertia.
A current example is seeking the industry evidence for the options for splitting the
Liverpool-Norwich service.
Seek intelligence to adopt an informed view of progress of committed rail investment
across initiation, development, and delivery. Drive the pipeline including reaching out
to other regional representatives to make the case with unity. Support the LTAs and
associated CRPs with promotion cases.
Respond to industry reform and emerging policy in the interests of the whole East
Midlands region. Support regional planning and growth efforts with partners
(Midlands Engine etc). Where appropriate supplement the rail industry agenda with
direct contributions and/or original insight.
Transport for the East Midlands, East Midlands Councils, First Floor Office, South Annexe, Pera Business Park, Nottingham Road, Melton Mowbray, Leicestershire, LE13 0PB
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Transport for the East Midlands 14th June 2021 Item 5: Strategic Transport Investment in the East Midlands 2020-2030
1. Introduction
1.1 This note attempts to provide a summary of most likely major road and rail investment in the East Midlands over the next 10 years, based on information and analysis currently available.
1.2 A representative from Highways England’s Strategy & Planning Team will make a presentation on enhancements to the Strategic Road Network.
2. Road Investment
2.1 Enhancements to the Strategic Road Network managed by Highways England is determined through the Roads Investment Strategy (RIS).
2.2 The RIS programme is managed in five-year investment periods. Because major projects tend
to take longer than five years to develop and deliver, scheme expenditure will often span multiple RIS periods, limiting available headroom in future years. The Government has recently announced schemes to be delivered in RIS2 (2020-25) and developed for possible delivery in RIS3 (2025-30) – although Government will not announce a budget for RIS3 for some years. The committed RIS programme in the East Midlands is set out below: Committed RIS Schemes
Scheme RIS Period A38 Derby Junctions Delivery in RIS2 A52 Nottingham Junctions Delivery in RIS2 A46 Newark Northern Bypass Development in RIS2, Delivery in RIS2/3 A5 Longshoot-Dodwells (‘Pinch-point’) Development in RIS2, Delivery in RIS2/3 Leicester Western Access & North Leicestershire Extra Capacity (M1)
Development in RIS2 for Delivery in RIS3
A5 Hinckley to Tamworth Development in RIS2 for Delivery in RIS3
2.3 Highways England has indicated that at a national level there may be limited headroom to develop additional schemes in RIS2 for delivery in RIS3. Candidate schemes from the East Midlands currently under assessment by Midlands Connect comprise: Candidate RIS3 Pipeline Schemes
Scheme Midlands Connect Initial Assessment Sudbury Roundabout & Toyota Junction (Derbyshire)
VfM: Medium/High Delivery Risk: Low
A46 Upgrade from M1 to Hobby Horse Roundabout (Leicestershire)
VfM: Low Delivery Risk: Medium
A1 Stamford to Peterborough (Lincolnshire)
VfM: Low Delivery Risk: Medium
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2.4 Of these, the Sudbury/Toyota scheme appears to be the most likely candidate, particularly as it would support the proposed East Midlands Freeport designation. Sir Peter Hendy’s Union Connectivity Review (expected in ‘summer 2021’) may also raise the political priority of investment in the A1. However, there is no guarantee that any RIS3 pipeline schemes will be added from the East Midlands.
2.5 Major Investment in roads managed by Local Transport Authorities is supported primarily through the Major Road Network and Large Local Majors funding streams, although additional funding may become available through the ‘Levelling Up Fund’ and the ‘Shared Prosperity Fund’, also allocated through a competitive process decided by Ministers.
2.6 The following schemes have received at least some MRN/LLM funding and therefore would appear to be deliverable, although only the North Hykeham Relief Road is fully funded. Established LLM/MRN Schemes
Scheme Funding North Hykeham Relief Road (Lincolnshire) LLM (Full Funding) Chesterfield -Staveley Regeneration Route (Derbyshire) LLM (Scheme Development) A614 (Nottinghamshire) MRN (Scheme Development) A511 (Leicestershire) MRN (Scheme Development)
2.7 There is an expectation that Government will seek further submissions for MRN/LLM funding via Midland Connect in due course, although no budget or timescales have been confirmed. To enable high quality schemes to be submitted in the future, Midlands Connect has used DfT grant to establish an ‘MRN Preparation Fund’ to support ‘pre-submission’ scheme development. So far one candidate scheme from the East Midlands has secured support from this fund, which will be available again for bids later this year: Candidate MRN Schemes
Scheme Funding A617 Kelham Bypass (Nottinghamshire) Midlands Connect MRN Preparation Fund
3. Conventional Rail Investment
3.1 Enhancements to the conventional rail Infrastructure are currently developed through the Government’s Rail Network Enhancements Pipeline (RNEP). This is a continuous process for scheme development not limited to investments periods. Schemes have to pass through a series of project development ‘gateways’ before a decision is made to deliver.
3.2 The last public update of RNEP was published in October 2019. The current position is opaque (a further update is expected to be published shortly), but the rail press suggests that there are currently over 80 schemes in pipeline, the vast majority of which are at the formative stages of development. From an East Midlands perspective, the following schemes have some status in the RNEP process and appear capable of being delivered by 2030, subject to positive funding decisions.
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Rail Network Enhancement Pipeline (RNEP) Schemes Scheme Promotor MML Electrification KO1A (Power upgrade & extension to Market Harborough)
Network Rail
Leicester Area Capacity Enhancement Network Rail Syston-Trent W12 Gauge Clearance (Freight) Network Rail Lincoln-Nottingham Line Speed Improvements Midlands Connect Derby-Crewe-Stoke Line Speed Improvements Midlands Connect Birmingham – Nottingham/Leicester Lines Speed Improvements Midlands Connect Nottingham-Leicester- Coventry Enhancement Midlands Connect
3.3 Network Rail is undertaking some initial work on the case for extending electrification of the Midland Main Line to Sheffield in the context of traction de-carbonisation. However, this is at an early stage of development and there is currently no commitment from DfT to progress any further. Given the scale, complexity and likely cost of the scheme, delivery before 2030 would appear unlikely and it may be difficult to justify on de-carbonisation grounds alone – although the Integrated Rail Plan (see below) may strengthen the strategic case for investment.
3.4 Midlands Connect has been successful in securing £20m towards the development of Midlands Rail Hub, which will enable the submission of an Outline Business Case (OBC). If the scheme does progress Full Business Case and Delivery, then is it likely that the West Midlands elements of the scheme will be implemented first to align with the delivery of HS2 Phases 1 and 2a. Delivery of the East Midlands elements (which appear to have a poorer business case anyway) will be dependent on the outcome of the IRP and would not therefor be implemented before the mid-2030s.
3.5 The Strategic Outline Business Case (SOBC) for the Nottingham -Coventry – Leicester Rail Enhancement was published by Midlands Connect on the 26th May 2021, available at: Building Back Greener (midlandsconnect.uk), followed by a press launch with speakers including the Chair of TfEM Sir Peter Soulsby. A funding request has been made to the Ministers to support the development of an ‘Outline Business Case’ (OBC) for the scheme.
3.6 The Government has sought MP-led propositions to the Restoring Your Railway Fund which are considered capable of early delivery. The following schemes have secured support from Government to develop light-touch Strategic Outline Business Cases.
• Barrow-Hill Line (Chesterfield-Sheffield) • Maid Marian Line (Nottinghamshire) • Robin Hood Line Extension (Nottinghamshire) • Ivanhoe Line (Leicester – Burton) • Melton-Syston Cord • South Humber Ulceby Cord • Corby-Luffenham Cord • Milton Keynes-Northampton-Market Harborough
3.7 A Government decision on which of these schemes will receive funding to develop Outline Business Cases will be made in the autumn of 2021. It is not certain if any will progress to Full Business Case and Delivery given the level of national interest and the limited funds
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available – but from a political perspective it seems likely that at least one scheme will be implemented in the East Midlands.
3.9 Finally, and importantly, major investment in rolling stock is planned as a result the (former) East Midlands Franchise, which will result in a complete fleet replacement for EMR services by the end of 2024.
EMR Rolling Stock Replacement & Enhancement Route New Rolling Stock Replacing MML New bi-mode (Aurora) Inter-cities HST/Class 222/180 Regional Refurbished Class 170 diesels Class 153/156/158 Corby to London Refurbished Class 360 electrics HST/Class 222
3.9 Although there have been delays in implementing some of these changes due to the impact of Covid, the Department of Transport appear committed to achieving the end state.
4. HS2
4.1 Any proposed HS2 Investment in the East Midlands will be determined in accordance with
the Governments forthcoming Integrated Rail Plan (IRP). At present it is unclear to what extent the proposals for an Eastern Leg of HS2 running from Birmingham to Leeds via Toton and Chesterfield/Staveley will be delivered or by when.
5. Other Public Transport
5.1 Derby, Leicester and Nottingham have all benefited from recent allocations of Transforming Cities funding. It is likely that similar funding will be made available in future years. In addition, there may be opportunities to support local public transport and cycling/walking measures from the ‘Levelling Up Fund’ and the ‘Shared Prosperity Fund’ which will also be allocated through a competitive process decided by Ministers.
6. Conclusions
6.1 The likely scale of major transport investment in the East Midlands over the next decade is already known and the scope to add to existing commitments is limited.
6.2 The impact of Covid on both public finances and travel demand may reduce the case for major transport investment and the viability of public transport more generally. In addition, the impact of decarbonisation policies may undermine the case for traditional road investment – although investment in the transition to electric vehicles is likely to be an increasing priority.
6.3 The publication of the Integrated Rail Plan will be critical in shaping future enhancements to the conventional rail network as well as HS2.
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7. Recommendations 7.1 The TfEM Board is asked to:
• Receive a presentation from Highways England’s Strategy & Planning Team; and • Consider the contents of this report and direct officers accordingly.
Key Contact Andrew Pritchard [email protected]
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