AQW 49809/11-16


Mr Stewart Dickson
Alliance Party
East Antrim


Tabled Date: 14/10/2015
Answered On Date: 29/10/2015
Priority Written: No


Question:
To ask the Minister for Regional Development to outline her Department's response to the issues raised in the Rail Services in East Antrim Adjournment Debate on 13 October 2015.


Answer:
Since taking office I have had the opportunity to review the debate in some detail. There were many and various issues raised during the debate and my responses are detailed under the respective headings below. This inevitably makes for a somewhat lengthy answer. By way of setting context it is important to note that demand for rail travel has nearly doubled in the last decade and now stands at close to 14 million journeys a year. There has also been significant growth on the Larne line although it has been below the average. This is an undoubted success story and one I am keen to continue. There are however some financial realities we must address including those impacting on Translink including NI Railways. Rail travel is heavily subsidised by my Department and this subsidy did reduce this year because of financial decisions made. The Rail subsidy remains at around £18million this year but was reduced from a baseline of close to £21million. Inevitably this means that to avoid excessive fare increases Translink must find operational efficiencies to ensure the rail network remains sustainable but it is important to point out that savings generated from train frequency adjustments will be much less than the reduction in revenue funding.
The Larne rail line has some infrastructure constraints including capacity on the Dargan viaduct and level crossings at Trooperslane and Jordanstown.
Timetable changes and consultation exercise – including the comment that ‘Section 75 obligations were not met as required by the Northern Ireland Act 1998’
Translink held an extensive public consultation exercise in April 2015, following notification that service funding was to be reduced. Some 1,700 submissions were received in face-to-face interviews with rail customers, both in stations and on trains where low passenger numbers were prevalent. These surveys took place between Wednesday 15 April 2015 and Saturday 2 May 2015 inclusive, and did not coincide with public holidays. This exercise was extensive and gave Translink a better understanding of the needs of customers.
Following this consultation Translink and the Department for Regional Development have worked hard to protect the geographic coverage of the network, however, to reduce costs there had to be some frequency reductions to a number of services and some services were retimed. Public information sessions were then convened in mid-August and passenger timetables were made available from 17 August 2015.
The revised timetable was introduced on Sunday 30 August 2015 having taken account of customer feedback.
Equality Commission documentation and published corporate reports such as the NITHC Section 75 5-year Review carried out in early 2011 are available on the internet. Translink has confirmed that where there is a duty to screen for equality impacts this is carried out; but the relevant schedule advises that services, routes and frequencies have been screened out.
Also available on Translink’s website is an Annual Equality Progress Report, the most recent report was submitted mid-2014 to the Equality Commission. This contains reference to the measures undertaken by Translink operationally to ensure all areas of the network are as fair, accessible and equitable as possible to all shades of protected groups of potential and actual users.
It is Translink’s view that its Equality Impact Assessment must be seen in the context of its commitments covered by, inter alia,
the Transport Act 2011:
the Department for Regional Development’s own Equality Scheme (e.g. Rural Transport Policy);
changes to the network screened out previously; and
compliance with the Transport Act 1967.
Finally, the approach taken to the recent service review has not changed the focus of maintaining the network and the geographical coverage.
Cost of travel by car against rail
These statistics are generally difficult to quantify, given the running costs of large -v- small vehicles, and the argument that people still require cars for leisure travel and as a result will incur insurance costs and wear/tear and depreciation whether they travel by train or not.
However taking the average family car, ranging from 1600-2000cc., and costing the price of petrol and diesel at £1.10 per litre. On a journey from Whitehead to Belfast, a distance of 22 miles, at an average fuel consumption of 40 miles per gallon, with a departure time of 07:30, returning at 16:30 hours over a 5-day working week, the costs are as follows;
Whitehead to Belfast to Whitehead (Monday – Friday)
Car Costs
Rail Costs
Fuel
£27.50
Ticket
£32 weekly
(average of monthly pass)
Parking
£30.00
Parking
£0.00
Insurance
£7.50
Wear/tear and depreciation
£25.00
Total weekly cost
£90.00
£32
Even if we exclude parking and depreciation the cost of rail compares favourably. In reality the savings are much greater - up to £60 per week, potentially.
Earliest arrival time of train into Belfast on Larne line compared to Bangor line
The first two services from Larne in the old timetable were combined to form a 06:50 departure. The average loadings on the 05:48 and 06:25 hour trains between Larne and Whitehead were 8 and 14 passengers respectively. Regrettably given the funding constraints referred to above, this level of service was not sustainable.
The first train from the Larne line (from Whitehead) arrives into Belfast Central at 07:06.
Connectivity from the Larne line to link with the 06:50 Enterprise departure from Belfast Central was typically very low with 2-3 journeys recorded per week.
Capacity on the 7:30am train from Whitehead and need for 6-car set
Following significant roster and set allocation changes an additional train set was made available to strengthen the 07:30 from Whitehead from Tuesday 29 September. The 07:30 service from Whitehead will remain a 6-car operation subject to availability.
It should be noted that there are also frequent departures between Larne and Belfast on Goldline service 256 at 06:15*, 06:30, 06:45, 07:00*, 07:15, 07:30, 07:45*, 08:00, etc. (Those marked * call at the railway station stop to pick up intending passengers.)
Late Night & Early morning services on the line
Previously the last service departed Belfast Central at 23:25. This changed to a 22:55 departure. Following a number of requests I can inform the member this new departure time is currently under review. Translink will consider the possibility of moving this service by 10-15 minutes to later in the evening. This will be considered as part of the January timetable review.
Trains stopping/starting at Larne Town rather than Harbour
Translink has advised that 14 of the 17 train departures from Larne commence at Larne Harbour (Monday through Friday), complemented by all Saturday and Sunday services. In the opposite direction the same frequency applies. Given the running times and passing posts on the single line sections of the Larne line it is not possible for the remaining three services in each direction (Monday through Friday) to operate from the Harbour.
2 Hour Frequency on Saturdays (Whitehead to Larne)
The 30 August 2015 timetable changes were introduced to reduce costs to get closer to balancing costs and income. Regretfully the Saturday frequency between Larne and Whitehead was reduced to 2-hourly, as a result. These services were carrying exceptionally low passenger volumes, on average 14 customers each. Translink has worked hard to minimise the impact on its customers however it is tasked with running a sustainable business model.
Potential Use of the Larne Railway Line for the Purposes of Freight
Translink has advised that it has undertaken no specific investigations in respect of freight operations on the Larne line. However, there are no capacity restrictions on the current rail network that would prevent NI Railways in carrying rail freight, should a demand arise.
NI Railways will occasionally have specific enquiries for freight movement on the network and NI Railways respond by providing indicative costing in accordance with its network statement. Within Europe, freight on rail is not normally considered cost viable for distances of less than circa 200 km. However, freight viability is also dependent on annual tonnage, the type of product and the ease\cost of getting the product onto the rail network and back off the rail network.
The Northern Ireland rail network is, and always has been, open to existing and new rail operators to seek to offer services including freight, and no application has ever been received from other operators interested in providing freight or passenger services.
The Departmental Railway Investment Prioritisation Strategy, which sets out the strategic direction for future railways investment over the next 20, does not envisage a demand for the development of rail freight facilities to any of Northern Ireland ports within its timeframe.
Dargan Viaduct dualling
TransportNI and Translink are currently working together to develop a design which will allow the strengthening of the bridge foundations necessary to facilitate the dualling of the Dargan bridge. It is proposed that the strengthening works would be carried out as part of the construction of the York Street Interchange. The provision of these works is dependent on Translink confirming the business case for the dualling of this part of the rail network and securing funding for this element of the project.
Reopening of Whitehouse Halt Newtownabbey
There are no plans to re-open the former Whitehouse station in Whiteabbey. This station is located on a 70mph stretch of track. To re-open the station would add a minimum of 3 minutes to Larne line services and would also result in the need to completely ‘recast’ all timetables on all other routes to accommodate departures from/to Belfast. An additional stop on this particular section could also result in the current 30-minute peak Londonderry line services being unworkable due to additional time being taken for the Larne line trains to clear the sections. These services already operate on a tight schedule with little or no room for any additional time to be added.
Ballycarry Park & Ride
NI Railways have no current plans to develop a Park and Ride facility at Ballycarry.
Traffic Management in Transport NI - Northern Division is currently developing a scheme to improve pedestrian facilities to Ballycarry Halt railway station.
This scheme will take the form of approx 130m of footpath over the bridge connecting the existing footpaths on both sides of the bridge allowing continuous pedestrian access from both Ballystrudder and Ballycarry.
The scheme is expected to be completed by 22 December 2015.
Park & Ride in East Antrim in general
Park and Ride facilities are a fundamental part of Translink’s growth strategy.  My Department has taken forward a Strategic Review of Park and Ride facilities throughout the railways network. As a result, a very successful programme of developing excellent Park and Ride facilities in the East Antrim area has been completed and further cost effective options to enhance this customer facility are being explored.
Integrated Ticketing
ILink is an integrated Smartcard from Translink which provides unlimited day, weekly and monthly bus and rail travel within specified zones across Northern Ireland. It is available for adults and children and is ideal if you travel by both bus and train to your destination on a regular basis. With link when you need more travel you simply top-up at one of Translink’s sales outlets. Further details are available at all Sales Offices and on the Translink website.
Live Bus route information
Live bus information is presently available on Translink Journey Planner, providing customers with a countdown of the next departure from a specific stop. This tracking facility is facilitated through an on-board SIM card which is also used to provide real time information at shelters, audio-visual announcements across the Metro fleet as well as priority at junctions for buses. This project is led by TransportNI.
Ulster bus do not presently have this facility, however, consideration is being given to utilizing other on-board tracking facilities to provide similar real time functionality.
Wi-Fi availability
Free Wi-Fi has been operational for over 3 years now on all rail services network-wide and has been hugely successful with over 235,000 sessions per month. The system is at capacity at times and Translink is reviewing options for increasing capacity and coverage. However, any investment to improve Wi-Fi will be dependent on funding being available.
Cycling
The Bicycle Strategy for Northern Ireland recognizes the importance of developing both urban and rural greenways, making use of former canal towpaths and disused railways where possible. I see the development of greenways as an area where there is an opportunity for local authorities to take ownership.
My Department has established a Greenways Working Group to scope a Strategic Plan for the development of greenways across Northern Ireland but it does not envisage managing their delivery or construction.
Electrification of the Northern Ireland network
The Railway Investment Prioritisation Strategy for Northern Ireland, published in May 2014, sets out a vision and strategic direction for future railways investment over the next 20 years and beyond. It identifies the priority themes for future investment and associated key projects as follows:
•Priority 1 - Maintain and Improve Passenger Capacity on the Existing Network;
•Priority 2 - Removing Bottlenecks and Stimulating Economic Development along the core TENT-T Network; and
•Priority 3 - Enhancing the TEN-T Comprehensive Network including potential network extensions.
In relation to electrification of the Northern Ireland network the Strategy does not envisage electrification taking place within its timeframe though projects within Priority 1 of the Strategy (if taken forward and funded) will allow for the eventual electrification of the network in the longer term.