The new Southern Franchise is due to start in September 2009.
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 http://www.dft.gov.uk/consultations/open/southcentralfranchise/

SOUTHERN FRANCHISE BID

MLAG SUBMISSION 

To:    (1) South Central, DfT Rail,

            (2) Sharon Hedges, Passenger Link Manager, Pasenger Focus

            (3) Sam Briant, Sussex Community Rail Partnership,

re:            Southern Franchise Rebid

Date:        28 January 2008

Dear Sirs,

The MarshLink Action Group was set up in 2002 to represent the interests of passengers using the railway service between Ashford and Hastings whether for local travel or for connection to the rest of the network. It is also active in other rail issues, most recently the decision of Eurstar to reduce drastically their services at Ashford International. 

The Group, which is based in Rye, has over 100 members. MLAG is represented on the board of the Sussex Community Rail Partnership and seeks to work constructively with Network Rail, the train operating companies, Passenger Focus and other rail groups in the south east.  

MLAG's website can be seen at:  http://www.mlag.org.uk/

MLAG’s objectives

MLAG’s ultimate objective is that the Ashford to Hastings line should be fully integrated into the south east electrical system, and capable of a minimum of two trains per hour in each direction throughout the day.

MLAG believes that the line offers considerable potential for development, not least because it could offer a direct route between the continent and three of southern England’s largest cities: Brighton, Portsmouth and Southampton. Failing full integration into the south east network it is likely to remain a poor relation.

It is recognised that the electrification and dualling needed to allow these service levels  lie outside the scope of the franchise negotiations. At the same time the franchise terms and the layout enhancements are interdependent. Not only are service levels dependent on the layout; improvements in services within any given layout can stimulate passenger numbers, thus strengthening the business case for layout enhancements.

Whilst the franchise will not be capable of delivering MLAG’s objective initially, it should be formulated with a view to ensuring its achievement within the franchise lifetime.

Representatives of MLAG would welcome the opportunity to discuss with other interested parties any of the key changes outlined in the following pages.

Key Items

The key changes sought are:

From the inception of the franchise:

(1)       Improved connection times at Ashford.

(2)        Increased passenger capacity

(3)        Restoration of service to Winchelsea, Three Oaks and Doleham.

(4)        Late evening services east of Hastings

As soon as practicable:          

(5)        Two trains per hour between Ashford and Hastings

(6)        Service improvements resulting from electrification between Ashford and Hastings

(7)        Faster journey times between Ashford and Brighton.

These changes are dealt with individually in the sections below

Yours sincerely,

Stuart Harland

Chairman

Marsh Link Action Group
 

(1)        Improved connection times at Ashford.

Connections to/from London at Ashford

Whereas all principal stations on the other four lines which radiate from Ashford have the benefit of direct services to and from Charing Cross/ Cannon St (plus St Pancras for two of them as from December 2009) MarshLink passengers are dependent for their London services on connections at Ashford.  Currently these are unsatisfactory in three respects:

–      there is no London-bound connection at Ashford for passengers arriving on any of the three morning “shuttles”; and

–      there is a 27 minute gap at Ashford between the arrival of the first off-peak down train and a 38 minute gap between the arrival of the next six down trains before the departure of the “connecting” MarshLink trains.

-    in the event of a late arrival from London, the departure of the Brighton service no  longer appears  to be held even, on occasion, to allow passengers from London who have already alighted at Ashford to reach the outgoing service.  Whilst the reaction of travellers on seeing an hourly service depart before their eyes is perhaps best left to the imagination, the natural response is to use the car next time.

In its timetable the new franchisee should be required to provide timely connections at Ashford   between its services and the limited stop London services to and from St Pancras and Charing Cross/ Cannon Street.  Connecting times should be not less than six minutes and not more than 20 minutes. 

The protocol agreed in the past between the two TOCs for holding back the Brighton departure in the event of a delayed arrival from London should be reinstated and observed.

Good connections with services to and from Maidstone, Canterbury/ Thanet & Folkestone/ Dover should also be established, if possible.

Ashford connections to the west

Subject to timely connections at Ashford to and from London,  convenient (6 - 20 minute) connections for westward services should be sought. The relevant interchange points are:

–          Hastings, for the Tunbridge Wells line;

–          Eastbourne, Polegate, Lewes for services to and from Gatwick Airport; and

–          Brighton, for stations to Southampton, via the West Coastway.

The problem of ensuring timely connections for travellers to/ from Rye and neighbouring stations would be greatly eased by the addition of a second hourly service between Ashford and Hastings. (Section 5. below)

Issues with train operators sharing stations

Where train operators share stations there has been a lack of communication between them to the detriment of the service provided. The staff of the TOC managing the station should be provided with the same level of information about the operations of other services as they are given about their own company’s services.

The franchise should include a mechanism for discussion of issues between the operators and an independent determination and regulation of decisions taken on these matters.

(2)        Increased passenger capacity

The introduction of a through service between Ashford and Brighton using up to date and comfortable trains has clearly been attractive to passengers so much so as to cause quite severe overcrowding.  Passengers are frequently obliged to stand between Ashford and Rye, between Bexhill and Eastbourne, and from stations closer to Brighton.

The problem arises in part by the use of two-car units on lines where the norm is a four car unit.

The line passes through the area of Britain with the highest proportion of elderly and very elderly. It is also used by many visitors with luggage and also by cyclists. In a crowded two-car unit these make for  uncomfortable and potentially hazardous conditions for any passengers who are forced to stand.

The situation is certain to be made considerably worse in the near future by the projected rapid growth of Ashford. Further growth in demand is also expected following the regeneration programme at Hastings, which includes a university sited immediately alongside the main station.

It is essential therefore that extra units are made available for the Ashford - Brighton service. This should be made a condition of the franchise.

Whilst a minimum of three and preferably four cars for all units is desirable, the introduction of a second hourly service between Ashford and Hastings, should this be feasible, is more important.

(3)      Restoration of services to Winchelsea, Three Oaks and Doleham

We would like to see a usable limited service being reinstated at Winchelsea, Three Oaks and Doleham to provide a service to those rural communities and also to generate income for the franchisee whilst not significantly delaying the speed of operation of the line.

The need of the communities

At the moment, Doleham and Three Oaks do not have any other public transport. Winchelsea has a bus service but this has recently been retimed and does not connect with the trains at Rye - the cost of a taxi fare is £6 each way. These three stations, until recently, serviced many villages in their surrounding areas:

          Winchelsea – Udimore, Icklesham and Winchelsea Beach   

          Three Oaks – Pett and Fairlight

          Doleham – Guestling, Brede and Broad Oak

All of these communities have been damaged by the loss of their rail service and the use of alternative means of transport is more damaging to the environment.

Hastings College will soon be opening, generating a need to travel there from these communities. This is currently the case for students at Bexhill School. At the moment, students have to take buses with travel times of 2 hours each way as opposed to a train journey of 30 minutes or less.

Generation of additional income

Surveys undertaken by ESCC and THWART (the local action group) showed that these stations generate 65 passenger journeys per day, an income of approximately £60,000 per annum.

The area covered by these stations is of great interest to tourists and it is felt that the franchisee and the local community could both benefit from exploiting this potential. All stations are in beautiful surroundings and, even now without practical services, tourists visit these areas including the ancient town of Winchelsea. Ramblers cover the 1066 Walk; and cyclists the Sustrans network. There are bird and nature reserves very close to the stations; there are also caravan sites and holiday camps.

Feasibility

The train currently travels very slowly through Winchelsea and Three Oaks. It is proposed that trains should stop alternately at the smaller stations and this would lengthen journey times by 1 minute only (see current timetable).

Conclusion

We propose that stopping alternate trains at these stations be introduced immediately (without any infrastructure changes) to provide a public/ rural service and generate additional income for the franchisee.
 

(4)       Late evening services east of Hastings

With the latest connecting departures at 2100 or earlier, the current timetable does not allow anyone in Rye or its neighbourhood to go to an evening event in Brighton, Eastbourne, Bexhill or London and return by train. Even from nearby Hastings, the latest departure for Rye and Ashford is at 2132, which is far too early for most evening entertainments or other engagements.

At Hastings and Ashford there are arrivals from London until well after midnight: the problem arises solely because of the lack of onward connections from either of those two stations.

The key requirement is for guaranteed onward connections with at least one late evening departure from Brighton and one from London. There may be no need for frequencies to be maintained throughout the mid-evening period.    

It is not expected that the franchise will set out the timetable in detail, but the passenger service requirement should at least specify the hours between which services between Ashford and Hastings should be provided.

(5)       Two trains per hour between Ashford and Hastings

The present hourly service has clear drawbacks: it is impossible to reconcile the need for even a basic service to the smaller stations with acceptable timings between larger centres. The present  journey time of 104 minutes for the 65 route miles between Ashford and Brighton cannot be considered fast.

It is known from direct experience that travellers to London are deterred from relying on connections from Ashford for the return journey. This is partly due to extended waiting times in the published timetable, but the prospect of a very long wait  in the event of a missed connection is an additional disincentive. (See item 1 above) As a result passengers choose to drive to distant stations with more frequent services: either Ashford itself, or Battle.

A service of  two trains per hour between Ashford and Hastings would overcome these problems. One service should remain as a limited stop through service from Ashford to Brighton and if practicable, further west.  Given the probable tight supply of diesel stock the other might be provided by an Ashford - Hastings shuttle. In the event of electrification, extension of an existing service from Brighton or London would seem an obvious solution.

Some dualling would be required west of Rye.

In the event that another one or more two-car diesel units became available it is urged that they should first be used to provide increased frequencies rather than be added to existing services.

Benefits of a twice an hour service

1.  By smoothing peaks it would ease overcrowding;

2. It would stimulate demand, by reducing average waiting times and offering a more reliable service;

3.  It would allow more frequent and more reliable connections with London services; and

4.  It would reduce rail heading by car to principal stations in the area.

A pattern of alternating all stations and limited stop services would:

–    allow an hourly service to all or most of the minor stations;

–         allow direct services between Ore and stations to the east; and also

–    journey times on the limited stop service could be speeded up by omitting stops at Appledore whilst at the same time maintaining an hourly service at those two stations.

(6)        Service improvements resulting from electrification between Ashford and Ore

It is understood that Network Rail is examining the case for electrification to fill the gap between Ore and Ashford. Electrification should offer the following benefits:

1. It would allow services in the area to draw on a larger pool of rolling stock. This should ensure a more robust service and reduce overcrowding

2. It would enhance “passenger experience”. Whilst there may be little to choose in terms of speed and acceleration, diesel stock is noisier, dirtier and suffers more vibration than its electric counterparts. Vibration felt by passengers is also transmitted to the track, to its detriment.

3. Being lighter, electric stock consumes less energy and imposes lower loads on the track.

4. Replacement of diesel units would allow more efficient rostering of train crews and use of rolling stock. Electric services now terminating at Hastings or Ore would be able to carry on to Rye and Ashford. There would be no need to send stock to Selhurst overnight for refuelling.

5. This in turn should permit later evening services from Brighton to points east of Hastings; and later connections with evening services from London at Ashford.

6. In the event of engineering possessions, Hastings and Rye would be accessible from London via Ashford and Rye and Ashford via Hastings.

7. Through services between Rye and London would be possible.

In the event of a decision to proceed, the line could be electrified within the lifetime of the new franchise. The franchise terms should be drafted in such a way as to ensure that full benefit can be taken should this occur.

7.         Faster journey times between Ashford and Brighton.

The leisurely nature of this service has been noted above.

The most significant  reduction in Ashford to Brighton journey times would result from a new chord north of Eastbourne. This chord is already included in Network Rail’s  Regional Planning Assessment. MLAG warmly supports this development.

In the event that a new chord is in place within the lifetime of the franchise, provision should be made for review of the franchise terms to take advantage of it