Written evidence submitted by the Association of Community Rail Partnerships (WBR 32)

Executive Summary

The current Arriva Trains Wales (ATW) franchise was too inflexible to take account of growing passenger numbers or changing travel patterns, especially in less-populated areas.

In this context, the new Wales and Borders (W&B) rail franchise should be seen in a wider, more holistic sense, as a tool for delivering regeneration and access to services and facilities.

The Association of Community Rail Partnerships (ACoRP) 2015 study showed that Community Rail Partnerships (CRPs) more than pay for themselves, adding economic, social and environmental value, growth rates above that expected for the Regional rail sector overall and volunteers who deliver additional financial value to the railway.  Furthermore, it also demonstrated that station adoption is an outstanding low-cost/high-benefit measure which addresses trespass, vandalism and general security without high capital expenditure

A number of community rail lines in Wales have services that cross into England and have stations in both England and Wales.  Arbitrarily imposing operating boundaries along the England/Wales border would be counter-productive and would not best serve the interests of rail passengers.

ACoRP

ACoRP[1] is the body representing CRPs and station support groups throughout the country.  It has 49 CRP members covering 88 lines and represents the interests of an estimated 1,200 station support groups.  It provides training and supports research into the potential and benefits of applying community rail principles, disseminates good practice and manages two grant schemes which provide encouragement and support for community projects that bring benefits to the lines concerned.   It also monitors the passenger numbers of community rail lines with the cooperation of ATOC, to identify trends and the benefits flowing from initiatives promoted by CRPs

Community Rail Partnerships

Many of the rail routes that serve isolated rural communities are supported by CRPs.  Many community rail lines run through exceptional scenery, serve national parks and smaller coastal resorts.  These lines are key to renewing and strengthening the economy of these areas in a sustainable way.  They bring tourists and in particular encourage walking and provide car free access to sensitive rural areas. 

Partnerships have been very successful in increasing rail ridership and engaging with local communities.  They bring together a number of disparate interests who have an interest in the success of their local railway.  The core membership includes the local transport planning authority (county or unitary councils in England), the train operator and the rail user group.  Other members may include district, town or parish councils, Network Rail, National Parks, universities or heritage railways.  A wide spectrum of supporters are drawn from local people, amenity groups, the Womens’ Institute, local traders and indeed anyone who wants to see improvements to their local railway.

CRPs are typically run by a paid partnership officer, usually employed by the local authority, sometimes on a part time basis.  Much of the financial support for promoting the lines and making minor improvements comes from train operators and (until recently) from local authorities.  The work is mainly done by volunteers, from leaflet distribution to land clearance and landscaping, station gardens and running special events such as music trains. 

Local Authority Support

Over the 20 years since the start of CRPs, a huge amount has been achieved at very low cost.  Now, however, pressure of local authority spending has caused most to reduce their financial support, and some to withdraw support altogether.  This is starting to cause problems for some partnerships and while a lot can be achieved with a little money, it is not possible to make progress if no money is available. 

Whilst local authorities appreciate the value of community rail and have supported it where they can, the fact is that local authority spending on rail is vulnerable to cuts because it is discretionary.  They are not responsible for the provision of local rail services, and while they may want to support further rail development, given its proven record of success, it is optional, and always vulnerable to cutting support to move funds to social services or highway maintenance which are statutory responsibilities.

ACoRP believes that it would be helpful if this position changed, and local authorities were given a statutory responsibility to ensure local rail services are adequate to meet the needs of local people together with funding to enable them to carry out this responsibility.

Train Operator Support

The majority of train operating companies (TOCs) now support the work of CRPs, recognising the value they can bring to more outlying areas of their network.  However, restrictive franchises, such as that currently being operated by ATW, have limited their ability to introduce innovative services and facilities which might benefit smaller and more isolated communities.  Notwithstanding this, the present ATW management have pushed forward a number of community rail projects and schemes, for which they should be congratulated. However, this occurred despite the current franchise rather than because of it.  Current thinking is that railways need to be fit for purpose if they are to deliver any meaningful socio-economic benefit and all new franchises, whether regional or inter-city, are now having a commitment to community rail and community engagement mandated within them.

Questions Raised by the Committee

1. What standard of performance has been experienced under the current franchise?

ACoRP are not in a position to comment on this question.

2. What lessons can be learnt from the current franchise?

The original franchise, let in 2003, was on a no-growth basis and although this undoubtedly constrained costs, it also made no allowance for growing passenger numbers or changing travel needs over the length of the franchise.  From ACoRP’s perspective, this had a particularly strong effect on community rail lines which, by their very nature, often serve isolated areas of smaller population density. In many ways, the needs of these communities are greater than those in more urban areas and an inflexible rail service, combined with rapidly diminishing bus services make it difficult for them to access key services like employment, education and health facilities.

In a rural or less urban context therefore, the new W&B franchise should be seen not just as transport per se but as a tool for delivering access to services, maintaining social cohesion, contributing to local business development and facilitating regeneration by drawing in visitors and others who can make non-distressed purchases. As representatives of local communities and holders of local knowledge, CRPs can contribute extensively to this and it is to be hoped that the new W&B franchise will mandate financial support for existing and new CRPs, in much the way that all new English franchises do. 

A study, commissioned by ACoRP in 2015[2] showed that a well-functioning CRP can reasonably be expected to deliver growth rates of 2.8% above that expected for the Regional rail sector overall.  Furthermore, it also demonstrated that:

• CRPs more than pay for themselves, adding economic, social and environmental value.
• 3,200 community rail volunteers give 250,000 hours per year in support, giving an annual financial value of £3.4m.
• Station adoption is an outstanding low-cost/high-benefit measure. This can be particularly so where security or other problems can be addressed without high capital expenditure.

The House of Commons Select Committee on Transport[3] also acknowledged the transport needs of isolated communities and in particular, vulnerable groups, recognising the value of CRPs in helping to address these issues.  It also welcomed the DfT’s concept of ‘total transport’ in meeting these needs. (see also Appendix 1)

3. What improvements to rail passenger services should be expected under the next franchise?

See [2] above.

4. How do the Welsh and UK Governments cooperate in deciding how rail passenger services in Wales should be run?

ACoRP can only respond in respect of its community rail lines, although our arguments could apply equally to other cross-border services.

In Wales there are five CRPs covering six lines.  Only one of these – the Conwy Valley Rail Partnership - is entirely in Wales, the other four – the Borderlands Rail Partnership, Chester-Shrewsbury Rail Partnership, Cambrian Rail Partnership and Heart of Wales Line Forum - have services that cross into both England and Wales and have a least some of their stations in England (see Appendix 2).  This creates political, strategic and financial difficulties for them and it is to be hoped that the new franchise will recognise the dichotomy facing our members on these routes.  Our current experience is that the Welsh and UK transport departments are at best, confused about who is responsible for what and this is driven by lack of clarity at government level.  The passenger – and by extension, our CRPs – find themselves in the middle and this is entirely unacceptable.  Our recommendation, in the context of community rail at least, would be to consider a cross-border CRP or CRPs, with joint English/Welsh management and funding.

In a wider context, having a franchise dividing line based on national borders would not serve the best interests of passengers who, at the end of the day, are more concerned about their start and finish point, rather than the nationality of the operator or franchising agency.

26 August 2016

APPENDIX 1

Extract from 2010 to 2015 government policy: rail network, updated 8 May 2015

Appendix 4: community rail

This was a supporting detail page of the main policy document.

Community rail involves local people and organisations working in partnership to improve their local railways. Community rail initiatives such as station enhancements and innovative promotional schemes can help get better value for money from the rail network. These initiatives range from people helping to maintain station gardens, the refurbishment of small stations with artwork from local schools and can include major schemes.

We work alongside others in the industry to develop those values of the Community rail development strategy, last revised in 2007.

Community railways aim to

• increase revenue
• reduce costs
• increase community involvement
• support social and economic development

We work closely with the Association of Community Rail Partnerships (ACORP). ACORP are the umbrella organisation for community rail partnerships, rail user groups and volunteers who work with community rail.

Community rail lines and services are part of the commercial rail network accounting for around 40 million journeys per year. Train companies operate the services and Network Rail own and maintain the infrastructure, the track, signals and stations.

Although some community railways provide a tourism service, they are largely separate from heritage and private railways which function solely as tourist attractions.

Although often rural, community rail lines may also run through inner city or suburban areas. The Severn Beach Line in Bristol is one of the few urban community railways in England running from Bristol to Severn Beach.

Around 3200 rail volunteers work 250,000 hours per year helping to improve stations and reduce vandalism, providing a financial value of £3.4 million per annum. Research has shown that community rail partnerships pay for themselves, adding economic, social and environmental value. Passenger use on community rail lines has grown by an additional 2.8% each year.

Appendix 2

2