Written evidence submitted by First Rail (IRP0052)

About First Rail

  1. First Rail, FirstGroup plc’s rail division, thanks the Transport Committee for the opportunity to respond to its inquiry into the Integrated Rail Plan (IRP). We are the UK’s biggest and most experienced rail operator, covering approximately 32% of the rail market by share of passenger revenue. We transported more than 340 million passengers in 2019/20 and despite the coronavirus pandemic and concurrent lockdowns, we carried more than 220,000 passengers each day last year.

 

  1. Map Description automatically generatedOur services cover the length and breadth of Great Britain – from Penzance to Edinburgh, Holyhead to Hull. We run four major train operating companies – Avanti West Coast, Great Western Railway, South Western Railway and TransPennine Express (TPE) – and two open access passenger services, Hull Trains and Lumo, our new all-electric East Coast Main Line (ECML) service.

 

  1. Four of our operations serve the Midlands and the North: Avanti, TPE, Hull Trains and Lumo. Also, West Coast Partnership Development (WCPD), part of the West Coast Partnership alongside Avanti, is the shadow operator for Phases 1 and 2a of HS2, working with DfT, HS2 Ltd and other industry partners to design and deliver high speed services on the new line.

 

  1. Last year, we were pleased to agree National Rail Contracts (NRCs) with the Department for Transport for South Western Railway (SWR) and TransPennine Express (TPE) train operating companies. Government funding for our sector throughout the pandemic, channelled through Emergency Measures Agreements (EMAs) and Emergency Recovery Measures Agreements (ERMAs), is testament to the essential nature of our services for critical journeys.

 

  1. FirstGroup is investing in rail modernisation at pace. Our open access passenger service, Lumo, offers customers an affordable, convenient and low carbon alternative to flying and expects to be even more carbon efficient than the average rail service with 100% electric Hitachi AT300 intercity trains. Single fares start at £14.90 London - Edinburgh, helping to meet customer needs, whilst also incentivising green travel and supporting the UK’s net-zero ambitions. The service will improve connectivity between London and Edinburgh and is due to create over 1 million additional seats per year on the network. Through Lumo, we have also invested £100m in the manufacturing of new trains in the north-east of England and their maintenance in Scotland.

 

  1. Hull Trains was named the best long-distance operator for passenger satisfaction by independent watchdog Transport Focus in the spring 2020 National Rail Passenger Survey[1]. Hull Trains achieved an overall satisfaction rating of 92%, compared to the national average of 84%, and alongside Avanti West Coast was ranked in the top three operators for value for money for ticket prices. We continue to make investments to further improve passenger experience

 

  1. We are committed to serving as the government’s partner of choice for innovative and sustainable transport for a zero-carbon future, and we are proud to be the UK’s only transport operator in S&P’s Sustainability Yearbook. In April 2021, we announced our commitment to set a science-based target to achieve net zero emissions and we became the first public transport operator in the UK to sign the UN’s Business Ambition for 1.5 pledge. We are in regular contact with our industry and government partners to build back patronage and encourage a modal shift to public transport.

 

  1. As the largest UK rail operator, with decades of experience and expertise, First Rail is well placed to help deliver the government’s plans for major rail investment as we transition the passenger rail industry to a new commercial structure and demand for rail travel recovers from the impact of the pandemic.

The contribution that the IRP will make to rail capacity and connectivity for (a) passengers and (b) freight in (i) the Midlands and the North and (ii) the UK.

  1. As the leading private sector operator, First Rail stands ready to work alongside the government to deliver upgrades to services that will connect communities, support businesses and generate economic growth opportunities. We were pleased to see government bring forward plans in the IRP to address capacity constraints and improve reliability of services between cities in the North and the Midlands[2]. This will improve regional rail connectivity and support East-West journeys in the North and Midlands.

 

  1. The IRP provides much-needed relief to a congested part of the network, which is particularly poor on regional journey times (as opposed “to London” journeys) and connectivity. This hopefully will shift the imbalance of our rail connectivity which is very good at north-south journeys to and from London but far less good at east-west journeys in the North and Midlands.

 

  1. There is a body of evidence linking rail connectivity to productivity and it is reasonable to assume that better connecting dense urban areas in the North and Midlands will lead to agglomeration benefits and help level up the region[3]. An interesting parallel is Scotland’s Central Belt, which has experienced strong growth in productivity in recent years as it has better linked up Edinburgh, Glasgow and smaller stations in between, effectively pooling (to an extent) the labour market

 

  1. The West Coast Main Line (WCML) is Europe’s busiest mixed-use railway and building HS2 will help resolve the capacity issues currently on this line. As ‘shadow operator’ for HS2 Phases 1 and 2a, West Coast Partnership Development continues to work with HS2 Limited, Network Rail, DfT and other industry partners to develop these phases of HS2 which will free up capacity on the WCML which will result in reduced reliance on road and air travel, increased rail freight, economic growth and improved connectivity across the UK.

 

  1. The IRP illustrates how connectivity between HS2 and ‘classic’ services can promote connectivity with other modes as well as other rail services. The Concept of a high-speed spur from Phase 2a towards Warrington is a welcome addition. The proposed approach for NPR to reinstate low level platforms at Warrington Bank Quay for Manchester to Liverpool trains will allow trains to call at Manchester Airport, reducing journey times from both Liverpool and Leeds[4]. TransPennine Express has consistently promoted rail connectivity with Manchester Airport, helping facilitate its growth as a hub airport for non-domestic destinations.

 

  1. We welcome the IRP’s commitment to planned upgrades and electrification of the Midland Main Line and Trans Pennine routes, the latter of which will help increase punctuality across our services[5]. TransPennine Express has recently partnered with Hitachi Rail and Angel Trains to trial a retrofit ‘Nova 1’ battery hybrid train – which could cut carbon emissions by at least 20% - that will connect major towns and cities across Northern England and Scotland. This trial will complement the multi-billion-pound TransPennine route upgrade currently helping to improve connectivity across the North[6].

 

  1. We broadly welcome proposals to modernise the UK’s rail networks and allow sufficient capacity to cope with current rail use. We want to ensure that both government and private sector investment is targeted effectively at delivering improvements in decarbonisation, connectivity, capacity and customer experience to rail lines in all parts of the UK.

 

  1. Several of our operations have a strong focus on the leisure and tourism market, which have enabled us to bounce back strongly from the pandemic. However, we are seeing growth in this sector being constrained by capacity limitations, with particular concerns about crowding on some weekend services. Further investment to increase capacity will be vital in supporting leisure travel and the tourism and entertainment businesses that it supports.

 

  1. Furthermore, rail has strong potential to increase modal shift from road journeys across Britain. In particular, improvements in rail connectivity between the North of England and southern and central Scotland is already supporting modal shift away from roads, with direct rail services between cities offering shorter journey times than road options. To encourage further modal shift, the IRP and broader Government planning investment needs to prioritise ease of access to the railway, particularly for people living outside major cities.

 

  1. We were pleased that the IRP sets out plans to invest in infrastructure, such as digital signalling and upgrades to the power supply on the ECML, that will improve performance and reliability and significantly reduce journey times[7]. Based on the IRP’s core pipeline, journey times for services between London and Newcastle are expected to reduce from a typical journey time of 169 minutes down to 148 minutes[8].  Infrastructure improvements that help cut journey times further are crucial to encouraging modal shift from road to rail. We are also strongly supportive of the IRP’s intent to provide a minimum of two fast Manchester-Newcastle services per hour.

 

  1. It is encouraging that the IRP sets out the government’s overarching proposals to double or treble capacity on routes in the North and Midlands, improve journey times and increase frequency of services[9]. In terms of prioritisation, we would encourage government to focus on increased network capacity, the successful delivery of which will result in more flexible timetabling options and will allow more trains to run, particularly enabling direct services between London and more towns and cities. Better connections between cities in the North and Midlands offered by an increase in IRP capacity should bring broader economic benefits through agglomeration and support the Government’s levelling-up agenda.

 

  1. We would like to see more detail on specific proposals within the IRP to improve both capacity and customer experience, including:

 

    1. TransPennine Route Upgrade: This is a vital project for improving connectivity across the north. We welcome the commitment in the IRP to the TRU; however, to truly capitalise on the capacity benefits offered by the upgraded route, we would advocate for new and longer trains, on which the Plan is silent. This upgrade should include resolution of accessibility issues under the Access for All scheme at all stations where these persist. We would also like to see more detail on the proposed high-speed line between Marsden and Manchester to build on this upgrade and release capacity for freight and passenger stopping services.

 

    1. ECML Upgrade: We would like to see more detail on plans to increase capacity and numbers of trains on specific parts of the route, to help us to plan and prioritise services connecting northern cities. Whilst there is clarity over eight paths per hour for long distance services to London, there is no planning on what is needed for North of England services on the ECML. Currently TPE and/or CrossCountry face services between York – Newcastle being cut to provide capacity for a third Newcastle – London service to run, much against the objectives of the North). We note that some ECML enhancements identified in the Hendy Review six years ago have yet to be completed which imposes some restriction on Lumo timetable slots and journey times[10]. We should be ambitious on journey times between Scotland and England to entice people from planes onto trains. Our rolling stock is already 140mph capable and, with some appropriate infrastructure interventions we should be seeking robust under four hour journey times for limited stop London/Edinburgh services to facilitate further modal shift. 

 

    1. Hope Valley Upgrade: We would like to see a clear commitment to facilitating a third hourly fast Sheffield-Manchester service, as the current IRP merely states that this project ‘could help facilitate’ this. The IRP should also reopen the process of remapping the current Nottingham – Liverpool service to ensure better integration with the network of services in the North of England.

 

    1. We would like to see more in the IRP on investment in routes to and from Hull and Humber to reduce journey times. For instance, the relatively straight route between Selby and Hull would be able to accommodate modest amendments to achieve a journey time reduction

 

    1. Resolution of the challenges facing Manchester city-centre termini, including investment in new platforms 15 and 16 at Piccadilly, and better direct connectivity to and from Manchester Airport, especially from South Yorkshire, where direct connectivity has been lost through recent timetable changes.

 

  1. Looking ahead, we would urge the government to consider short and medium-term rail investment alongside the IRP as we work towards a high-speed future in rail whilst unlocking immediate benefits for communities. These measures include timetable changes, new longer trains, line speed improvements, infill electrification, re-signalling and targeted investments that deliver cross-border rail resilience and faster journeys.

 

  1. Not all towns and cities will see a direct benefit from IRP investment in terms of improved connectivity and journey times, but this investment will have indirect benefits for the whole rail network. Government should consider making clearer the value of these indirect benefits and bearing in mind the importance of protecting direct services to London.

 

How will the IRP affect rail infrastructure and services outside the Midlands and the North?

  1. FirstRail is committed to investing in steps to improve sustainability, accessibility and performance of our services that span the length and breadth of the UK. It should be noted that while the IRP delivers important improvements to key services in the Midlands and the North, further investment at similar scale in rail infrastructure and services across the rest of Great Britain is necessary to complete the modernisation process and level up towns and cities.

 

  1. Continuing to invest in improved performance and resilience all across the GB rail network is vital to avoid long-term degradation of the network and to meet passenger demand and encourage modal shift. Outside the Midlands and North, other parts of the rail network also require sustained investment. In particular, significant housing and employment growth in the South West of England must be supported by effective rail investment, both to ensure that rail is effectively integrated with local transport networks and to ensure that we meet ambitious carbon targets.

 

  1. Currently, plans are in advanced stages to trial a battery on a GWR Class 802 train in 2022 which will run on the partially electrified route between Penzance and London. The introduction of the battery will cut fuel usage and reduce carbon emissions by at least 20%.

 

  1. Several rail investment schemes in the South West of England and south Wales offer high value at relatively low cost. We believe that tying in these investments with planned re-signalling schemes will reduce costs of delivery significantly. Schemes that could be brought forward in the next Control Periods include:

 

    1. West of England Continuous Modular Strategic Planning: Following the strategic study in 2020, we would like to see plans to enhance frequencies of the Devon Metro, improve track layout and provide resilience for services west of Castle Cary during engineering works and disruption brought forward and scheduled alongside upcoming resignalling schemes.

 

    1. Investment in Dorset, Solent and the South West Main Line: Following various strategic studies in 2020 and 2021, to add platforms, increase line speeds, improve capacity and improve track layout, we would again encourage Government to tie this in with planned resignalling schemes.

 

    1. Heathrow Southern Access Scheme and Western Rail Link: These projects will be key to reducing traffic congestion around an expanded London Heathrow Airport and support increased capacity across south-west London.

 

    1. Continued investment in the South West Rail Resilience Programme to improve resilience of the railway between Exeter and Newton Abbot on the Great Western route, following the storm that hit Dawlish in February 2014.

 

    1. Infrastructure improvements on the Great Western Main Line between Didcot-Swindon and Reading-Westbury, to support freight growth and local passenger station options; and on Plymouth to Tavistock, to improve local connectivity building on new Okehampton route

 

    1. South Wales Relief Line speed improvements, to facilitate new stations between Severn Tunnel Junction and Cardiff Central

 

    1. The Oxfordshire Connect and Mid Cornwall Metro schemes

 

  1. Investment in the electrification of routes on services outside the Midlands and the North (for instance of Cardiff-Swansea and Bristol Temple Meads via Bath and Bristol Parkway) will result in improved passenger experience and will contribute to delivering on the UK’s ambitious net zero targets. We urge the government to push harder to support achieving a modal shift to public transport by introducing a clear programme of electrification for rail in all corners of the UK.

 

  1. We would further welcome additional government investment in other modes of transport in order to improve multi-modal connections that will benefit more people by providing feasible alternatives by bus, bicycle or foot for the start and end of journeys. An integrated approach will mean the benefits from headline investments in rail infrastructure are felt more broadly. FirstGroup continues to work closely with stakeholders to improve multi-modal connections.

 

 

January 2022

 

Endnotes

[1] Transport Focus National Passenger Survey Spring 2020, pg.12

[2] Integrated Rail Plan, pg.20

[3] For instance, The Eddington Review, 2006 

[4] Integrated Rail Plan, pg 100 and passim

[5] Integrated Rail Plan, pg.14

[6] Hitachi Rail and Angel Trains to create intercity battery hybrid train on TPE, FirstGroup

[7] Integrated Rail Plan, pg.15

[8] Integrated Rail Plan, pg.18

[9] Integrated Rail Plan, pg.6-10

[10] For instance, new platform and signalling changes at Doncaster so slower trains are kept away from faster ones and new tracks to provide overtaking opportunities between Northallerton and Newcastle., Hendy Review 2015