Recommendations

1. The evaluation shows the benefits to be gained from certain faster services and more frequent services, both in peak times and throughout the day. These should form the basis of the development of services on the Cotswold and Malvern Line. Further development of the preferred medium term service pattern should take place. This should be with a view to identifying specific infrastructure enhancements to deliver the proposed enhancements.
2. Once the preferred enhancements to the network have been identified, necessary feasibility work should take place to identify infrastructure capital and maintenance costs to deliver the timetable.  Account should also be taken of the consequent performance costs and benefits.
3. The Partnership should approach the Shadow Strategic Rail Authority (SSRA) with a view to developing a bid for Rail Passenger Partnership (RPP) funding, using recommendations (i) and (ii) as a basis.
4. There are a number of low cost enhancements under investigation to improve performance on the route, largely concerned with token operation. These should be evaluated on the basis of performance benefits and progressed in the short term.
5. The potential for expansion of car parks at existing stations should be progressed in the short term. The opportunity exists to expand car parking at Worcester Shrub Hill, Evesham, Kingham, Charlbury and Hanborough. A wider review of station access in addition to car parking is recommended at Worcester Shrub Hill.
6. An increase in marketing throughout the study area should be considered, particularly west of Worcester, in order to raise awareness of the services currently on offer. This campaign could be linked to future enhancements in the level of service, or could be undertaken in the short term. Any marketing campaign should cover the full range of rail services offered by all operators on the route.
7. Immediate prospects for freight traffic are limited, largely due to economic factors. However, the economic conditions for rail freight are improving and therefore prospects may improve in the long term.
8. The recent initiative to provide staffing in the afternoon at Evesham and Moreton-in-Marsh is the first step to providing permanent staffing throughout the day at intermediate stations. Financial performance and customer reaction to this initiative should be monitored closely, and opportunities to develop this further progressed as appropriate.
9. Bus links offer the potential to provide alternative means of access to the car for residents of the study corridor. For visitors to the area, they open up a wider range of potential destinations by sustainable modes. In parallel with the review of car parks, improvements in accessibility by other modes should also be progressed. Improvements to interchange between rail and the bus links that currently operate should be considered. Adequate turning facilities for buses close to the station entrance should be provided. In addition, a study into the potential for further expansion of the bus link network should be undertaken. This should be combined with an ongoing review of the performance of bus links to ensure the most appropriate pattern of links is provided.
10. Facilities for those accessing by cycle are patchy, and Oxfordshire County Council have received funding for a rail/cycle project in the County. This will enable enhancement of the cycle facilities available, and provide hire facilities for those arriving in the study area by rail and wishing to explore further by bike. Further development of such facilities should be considered.
11. The development of enhancements to capacity should ensure that in future services are able to call at Pershore, Honeybourne and Hanborough where appropriate, and not prevented by pathing restrictions.
12. Market research has shown that residents in north west Oxfordshire are flexible with regard their railhead. Further calls at the lightly used halts would produce relatively small local benefits, but have a significant impact on line capacity. In the short to medium term, therefore, development of the route should focus on improving linespeed and frequency as described in recommendation (i). It is recommended that the role of the Oxfordshire halts is reviewed during the franchise renegotiation process and that closure or amalgamation is not ruled out as an option.
13. A decision on the potential for a new station at Henwick, west Worcester, should await the review of car parking at Worcester Shrub Hill (recommendation (v)). Should significant car park expansion at Shrub Hill prove impossible, then it is recommended that the options for an alternative park and ride facility in the Worcester area are re-examined. This review should include all available sites including Norton, and further market research should be undertaken to identify the preferred site. Land adjacent to the Henwick site offers potential for a substantial car park, and in the interim this land should be protected from development.
14. The potential for a new station at Chipping Campden is considered to be a long term prospect. In the short to medium term, the development of the line should focus on improving frequencies and reducing journey times.
15. The infrastructure required to deliver the service options presented in this report should be confirmed, and the economics of each option reviewed given greater knowledge of capital costs and performance effects. Once the preferred service pattern has been identified, and the consequent infrastructure requirements fully understood, consideration should be given to evaluating this option in greater detail. Further demand and revenue modelling should be undertaken, operating costs included to a greater level of detail, and external benefits updated for inclusion in LTP and SSRA funding bids.
16. The Cotswold and Malvern Line Partnership has so far proved an effective mechanism for discussion and consensus. The Partnership has been fundamental to the commissioning of this study and it is recommended that the Partnership should continue in its current form in order to progress the development of the Cotswold and Malvern Line.
17. The Partnership should take forward the findings of this study and develop a strategy to meet the future travel needs of residents in the Cotswolds and Malverns. A formal strategy is required which is consistent with national and regional policy, and is supported by all member organisations. This strategy should be developed within the timescales required for Local Authority Local Transport Plans and Railtrack’s Network Management Statement. Funding opportunities exist through these mechanisms and also RPP described in iv) above.