Supplementary memorandum by the Strategic
Rail Authority (OPT 17A)
OVERCROWDING ON PUBLIC TRANSPORT
Thank you for your letter of 5 March to the
Chairman who has asked me to respond to the Committee's requests
for supplementary information. The Chairman will, however, be
replying separately with his views on the reduction of prices
in the rolling stock market (Q592-3).
(1) What role does the SRA play in cascading
vehicles between TOCs?
The SRA is keen to facilitate the cascade of
existing rolling stock. If orders were continually placed for
new rolling stock, part life rolling stock would be discarded
and prices of new rolling stock would increase significantly.
As part of the rolling stock strategy being developed by the SRA,
cascade criteria will be developed that the TOCs will have to
comply with in order to get cascade plans approved by the SRA.
(2) We understand the SRA has sight of
agreements between TOCs and ROSCOs. Does the length of a franchise
affect the leasing costs of the assets involved? To what extent,
on a cost per year basis, is a short lease more expensive than
a long one?
It is not possible to determine an exact correlation
between lease length and lease rental as rolling stock leasing
companies take many factors into account when negotiating lease
rentals and their calculations are confidential. However, generally
lease rentals have fallen with increased lease length.
(3) Is it true the SRA has not asked
TOCs for passenger counts on services other than to those into
London and Edinburgh? If so, why have you not asked for information
across the network?
It is not true. Aside from receiving regular
count information as part of the management of commuter services
in London and Edinburgh, the SRA has asked for and received counts
for a wide variety of other rail services. There can be a considerable
cost to operators in obtaining count data using the present manual
count methods and it may take time to arrange, so the SRA does
not make a blanket request for data it may not use. Instead, we
target our requests to areas of possible concern to us.
We want to be able to measure train usage more
regularly but in an affordable and reliable manner. We now actively
seek a proportion of new or refurbished trains to be fitted with
electronic on-board automatic count equipment. This provides a
continual stream of count data back to a base location, where
it can be summarised. The intent is for both operators and ourselves
to be better informed through a constant sampling of passenger
loads across the network as these new or refurbished trains are
introduced. It will take years for this to have full effect but
we already have some useful early results from some Thameslink
trains.
(4) Can you provide information on the
project plan for ERTMs when it is completed?
National implementation of ERTMs is intended
to follow the completion of a development phase that would involve
a series of test and trials using test tracks, integration facilities,
non-invasive trials and full operational use in early deployment
schemes. These trials are currently scheduled to complete in 2008
and should provide evidence, experience and greater cost certainty
on the suitability of ERTMs for national implementation in the
UK. Until this phase can be completed, the final costs of implementation
cannot be defined. However, early indication is provided as part
of the EPT April 2002 report that has recently been reviewed by
the HSE. National implementation of ERTMs was assessed to be in
the order of £3 billion but would also require a number of
technical issues to be addressed.
The HSE recognised that ERTMs is not available
as a commercially accepted product and therefore advised the Secretary
of State to direct the SRA to form a single national programme
for ERTMS development. Work to form this single programme is underway
and is expected to produce an update report in the coming months
that will provide a more accurate reflection of the state of European
development, a revised test and trials strategy with greater emphasis
of multi-supplier trials at Old Dalby and any impact these might
have on the UK implementation schedule and costs.
(5) Can the SRA provide information on
the costs of platform lengthening?
Costs will depend on site conditions at each
location. They are high, reflecting the difficulties of making
changes on an operational railway—possession costs, costs
of protection and the need to minimise disruption to passengers.
An evaluation of proposals to extend platforms by two-car length
to accommodate growth reveals an average cost per platform extension
of £1 million.
(6) When you appeared before the Committee
in November you said the SRA would be publishing a booklet on
its investment criteria. The Committee would appreciate copies
of that booklet, if it has appeared.
Copies are enclosed.
I confirm that in due course we will also provide
information, subject to commercial confidentiality, on our input
to the Regulator's Interim Review of Access Charges.
James Watson
28 April 2003
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