Summary of TfGM's formal consultation response in my own paraphrasing:
Trade Offs
We need a fare policy that offers value for the customer as well as generating an income stream that can be reinvested in the railway. We require fare levels are consistent with the approach of increasing long term economic growth as measured through GVA. Any increase in fares must be matched by increased revenue protection and the deployment of smart ticketing.
Improvement in rolling stock is a key aim however we dont accept the trade off proposed by the consultation that rolling stock improvements may require reduced stopping patterns, as passengers expect and should be provided with improved rolling stock as a minimum condition.
We understand the benefits of staffed stations and changes should consider wider passenger needs, no reduction in ticket office staffing or opening hours should occur until AFTER improvements in information and ticketing provision.
Future Impacts on Demand
We have strongly advocated the franchises should be based on a position of growth and a no growth approach would be detrimental to the economy. We have highlighted all the improvement schemes planned and under construction and believe they will alongside population growth in GM produce an increase in demand including for freight paths.
Door to Door Journeys
We have demonstrated the many schemes we are pursuing as part of our blueprint for a low carbon economy. We have also highlighted the many different funding pots available for delivery however we stress a baseline franchise commitment to passenger facilities upon which we can then plan a funding strategy.
TransPennine Express Train Service Specification
we have stressed that we would expect to see enhanced travel opportunities into key towns and cities that reflect their importance as centres of employment and wider economic activity and panregional links to support northern growth objectives. In doing so, key points include:
* Need for express services with improved journey times and operating patterns that reflect a modern economy.
* The importance of planning to meet future demand forecasts and avoid overcrowding in peak.
* The need for services to reflect the strategic importance of Manchester Airport.
* Stopping trade offs may still be required post electrification, so long as local input is reflected and short termism doesnt undermine the longer term economy.
* That outside the regional centre, Stalybridge in particular, are recognised as key TPE gateways.
* That Liverpool, Manchester, Leeds, Sheffield and Newcastle need good connections between each other as shown through the One North plan.
* That the quality of railways within the scope of Rail North is improved with a better offer for passengers.
* That Barrow and Blackpool North should be served by one franchise rather than two.
* Anglo - Scottish Services suffer crowding during to carrying Bolton Commuters and enough capacity must be provided to perform both functions.
In addition, rail fare yields from north of England Train Operating Companies are identified as not being that dissimilar to other regional and inter city operators. When comparing, northern yields, to those in London and the South East, it is also evident that commuter journeys in the north are shorter in length. Many commuter rail fares in London and the South East are significantly lower than those in northern cities e.g. an annual season ticket between Banbury and Oxford at 39p/km is considerably lower compared to the cost of 52p/km for a similar distance journey between Stalybridge and Leeds. This, again, is the case when comparing the cost of an annual season ticket between Oxford and London which has been identified as cheaper, at 46p/mile. It has also been identified that typically a shorter distance commuter in Northern cities pays a higher fare per km than a longer distance commuter from Londons commuter belt e.g. the annual season ticket costs of 89p/km for East Didsbury to Manchester compared to 50-57p/mile for a typical commute into London1.
They give an example of how level boarding on Metrolink removes the need for staff to provide the required accessibility to passengers and reduces staffing costs. They go on to suggest that the higher level of passenger facilities such as ticket machines, passenger information, PA and CCTV, customer service call facilities, etc.. would be required if the rail network wanted to reduce staffing or move to DOO at significant cost.
Under further unmentioned 3rd party funded changes they list Salford Central going from 2 to 5 platforms and that a franchisee would be required to work with them on the rollout of early works of phase 1 of tram-train strategy including track sharing through Navigation Road and on to Altrincham.
On TPE service requirements:
In general, we would expect to see travel opportunities supported into key towns and cities that reflect their importance as centres of employment and wider economic activity. On Mondays to Saturdays we would expect first trains to arrive at the key centres from stations within 50km by 07:00 and from stations between 50km and 100km by 08:00. On Sundays we would expect arrivals by 09:30. On all days of the week we would expect last departures to stations between 50km and 100km after 22:00 and to stations within 50km after 23:00. Given patterns of social activity, we would anticipate good commercial reasons to operate trains later on Friday and Saturday evenings, and would be keen to see an entrepreneurial approach adopted.
Manchester Airport has particular requirements, requiring local transport links to provide early arrivals before 04:00 and late departures after midnight.
Blackpool, Scarborough, Barrow, Windermere and Hope Valley and to/from Scotland have particular requirements for tourist services at weekends.
We support 6 TPH Manchester to Leeds but only with extra calls at Stalybridge by long distance services on whether services should go to Manchester Airport or Liverpool they say it should be left to the bidder to decide. Services to the Airport should go beyond beyond Leeds / York to other major centres - such as Hull, Middlesbrough and Newcastle though how should be left to the commercial innovation of the bidder rather than being directly specified. Say the strongest economically viable destination for South TPE services should retain diesel expresses with other destinations being served by slower services via Calder Valley to not undermine electrification savings. Say services should continue from the Airport to beyond Doncaster however they could be formed by services that join/split. Other places they would like to link to Manchester Airport/wider NW are Nottingham, Lincoln and Rotherham.
There should be increased frequency 'summer timetables' to coastal towns, such as Blackpool and Southport;
along the Hope Valley (to access the Peak District National Park from both Manchester and Sheffield);
to Buxton (especially during the Festival in July);
the Mid Cheshire line to Delamere Forest and Chester;
to Barrow and Windermere (to access the Lake District National Park);
onto the Settle & Carlisle line (to access the Yorkshire Dales National Park); and
to cities such as Chester, Liverpool and York.
Full response in second half of this document.
http://www.agma.gov.uk/cms_media/files/gmca_agenda_and_reports_merged_29_august_2014.pdf
