Delivering growth & connectivity

How reinstating 6 miles of railway can play its part in reducing traffic congestion
and could boost Stratford upon Avons local economy and deliver environmental
benefits.

Responding to the Stratford upon Avon Area Transport Strategy February/March 2017

37,000
companies in
50 6.1 1
minute journey million rail
BIRMINGHAM million visitor trips to
time between passenger
& nearly Stratford upon Avon
Stratford upon journeys to and
500,000 district in 2014
Avon & Oxford if from Stratford
employees services expanded

45 35
minute direct minute journey time
journey time possible between
possible between Birmingham &
Birmingham & Long Stratford upon Avon
Marston

86% 20.8 million

of people
a year for local
surveyed said they
wanted better rail
economy if rail
services with services are
London expanded

3,500 5,980
new homes to be new homes to
built at Stratford Direct rail services be built at Long
upon Avon between Stratford 29,000 Marston
upon Avon, Long more vehicles
Marston and Oxford, joining rural roads
Thames Valley & and leading to
35,500 London possible loss of amenity 22,700
Stratfords population by
population by 2031 at Long
2031 Marston

Business Case
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SLPG Submission > February 2017 (FD Pithie) 1

 Introduction
This briefing sets out a basic outline to the economic, geographic and logistical elements of a
scheme that would seek to reinstate a railway line between Stratford upon Avon and
Honeybourne. This would enable through rail services to/from Oxford, Reading and London
Paddington as well as Worcester, South Wales and the South West.

Stratford upon Avon, the birthplace of William Shakespeare, is an international tourist

destination generating over 2.6m visitors trips a year. The wider Stratford upon Avon District
generates some 6.1m visitor trips a year. Located some 25 miles South-East of Birmingham
Stratford upon Avon and the surrounding area of South Warwickshire boasts some of the
finest english scenery and attractions was well as providing a diverse range of housing largely
catering for the higher end of the property market. The M40 motorway is 8 miles north of
Stratford upon Avon with the M5 situated 21 miles South West of the town.

The town is connected to the national railway network with two stations, the original GWR
station carrying the towns name Stratford upon Avon and a newer station situated one mile
north from the town centre adjacent to a Warwickshire County Council operated Park and
Ride facility at Bishopton, the station is known as Stratford upon Avon Parkway.

From 1906 until 1976 Stratford upon Avon was on a through railway route between
Birmingham Snow Hill and Cheltenham, the line enabled and provided freight and passenger
services between the Midlands, South Wales and the South West. Eight miles South-West of
Stratford upon Avon at Honeybourne the line crosses and was connected to what is known
as the Cotswold Line today, the main line between Worcester and Oxford, Reading and
London Paddington.

In August 1976 a derailment caused the line to be closed. The economic situation in the UK
at that time had led to severe constraints being placed upon all aspects of public finance and
that included the then nationalised British Rail. Just over 2 miles of the old route remain
connected to the national railway system between Honeybourne and Long Marston. Currently
a freight only branch line, this remaining section means any reopening between Stratford upon
Avon and the Cotswold Line at Honeybourne is effectively reduced to just under 6 mile

The ability to travel between Long Marston and The potential to increase footfall direct into
Birmingham direct taking just 40 minutes Stratfords Town Centre worth over 20m more a year

Want to consider such potential ?

A GRIP 4 rail study does

SLPG Submission > February 2017 (FD Pithie) 2

 Economics
Development
Housing growth earmarked Stratford upon Avon Districts (17,520 new homes) is set out in the
respective planning policies of the local authorities. South of Stratford upon Avon in the
proposed Long Marston station hinterland over 6,000 new homes are planned to be
constructed by 2031, combined with existing homes in that area this amounts to a population
of 22,700 nearly the current population of Stratford upon Avon, an increase of 153%.

Stratford upon Avon 2011 Stratford upon Avon 2031

Population 27,445 Population 35,495
(29% increase)

Long Marston Area 2016 Long Marston Area 2031

Population 8,957 Population 22,700
(153% increase)

On 2 January 2017 Long Marston was confirmed by the Government as one of 14 new
Garden Village developments. Close by (within a radius of 3 miles of Long Marston)
significant housing growth is also taking place on the former MOD site and in both North
Gloucestershire and East Worcestershire. These developments are relevant as many
residents in this new housing will look to Stratford upon Avon, Birmingham and West
Midlands as the leading centres for service. These destinations will also be the primary
locations for employment together with the Thames Valley, Worcester and London.

Tourism
The most recent data available shows that tourism was worth 508 million to "Shakespeare's
England" in 2014. That's around 42.3 million a month and supports approximately 11,150
jobs. Specifically, for Stratford on Avon District, tourism represents an annual economic
benefit of almost 300 million, that's 25 million being spent in the local economy of Stratford
on Avon District.

Tourist Economy
6.1M Number of visitor trips to Stratford upon Avon District*

Daily Visitors
On average over 17,000 visitor trips in Stratford upon
16712 Avon District a day*

Benefit
25M Tourism worth around 25 million a month to the
local economy of Stratford upon Avon district*.

Employment
Tourism realises 6,929 jobs for people

* Source: Stratford on Avon District Council - Tourist Impact Economic Assessment 2014

SLPG Submission > February 2017 (FD Pithie) 3

Overview
The combination of piecemeal commercial development and large new housing estates in and
around Stratford upon Avon over the past 25 years combined with the lack of any integrated
transport policy has led to severe traffic congestion. Any activity by the Local Transport
Authority (LTA) has largely been targeted on road transport. This has led to an increase and
concentration of four flows of vehicular traffic in and around the town, visitors, local journeys,
commercial journeys and longer distance journeys.

A Stratford upon Avon Parkway railway station was constructed adjacent to the Park and
Ride facility. Proposed and existing housing on the northern flank of the town will benefit from
Parkway providing access to the existing railway.

Usage of the railway at Stratford upon Avon has seen an huge increase in passenger journeys
similar to the level generally experienced across the national rail network over the past twenty
years. At 6%, the number of day trip visitors to/from Stratford upon Avon by rail has not and
does not mirror the national average for visitors by rail of 13% enjoyed by other similar
international tourist attractions.

London-Stratford upon Avon rail services are provided by Chiltern Railways. In October 2015
Chiltern reduced by over 50% the number of direct Stratford/London Marylebone services.
On weekdays there are now only three direct services with a gap of over 10 hours between
two of the Stratford-London services in one direction and over a 12 hour gap between two of
the London-Stratford services. This poor service frequency dissuades passenger usage. A
shuttle train service operates between Stratford upon Avon and Leamington Spa but this
does not provide many of the of the advertised connections. A number of the advertised
connections are indicated at Solihull or 25 miles north at Birmingham and even at Hatton, an
unstaffed country halt.

Trying to use the rail service between London and Stratford upon Avon has been likened to
undertaking an army assault course. The shuttle trains that connect with Chiltern services at
Leamington Spa often lead to passengers from Stratford not being able to get a seat on the
popular Chiltern Birmingham - London Marylebone bound services that frequently arrive at
Leamington Spa already heavily loaded. Little, if any, further line capacity south between
Leamington Spa, Banbury, Bicester or Oxford now exists. Network Rail indicate that
intervention will be required at Leamington Spa by 2043 due to inadequate capacity.
Consequently for Stratford upon Avon there is a need to look at a different and better solution.

SLPG Submission > February 2017 (FD Pithie) 4

 Combined Car Parking The impact of vehicular traffic impacting
2,800,460 Income 2014/15
on Stratford upon Avon is reinforced by
On street parking operated by
the revenues enjoyed by the LTA and
Warwickshire County Council Local Planning Authority (LPA). In
(LTA)
2014/15 some 2.8m was collected from
Off street parking operated by
Stratford on Avon District
car parking by the local authorities.
Council (LPA)

Source; FOI Stratford on Avon District Council

The annual average daily flow of vehicular traffic over the

period 2005-2015 and based on the main routes in and
out of the town, excluding the B4632 for which there is no
available data, was in excess of 82,620 vehicles. This
equates to at least three vehicular journeys per day for
every member of Stratfords population.

The planned housing growth for Stratford on Avon District Councils area, confirmed in July
2016 with adoption of its Core Strategy (CS) runs from 2015 - 2031. Alongside the CS is a
Infrastructure Delivery Plan (IDP). The IDP does not include any significant measures to secure
or examine additional transport infrastructure as an alternative to roads in respect of growth
arising from the proposed development.

The frequency and scale of congestion to the existing road network will
29,155 more
increase as unmitigated traffic volumes from the hinterland of Long Marston
cars by 2031
and Stratford upon Avon increase by around 10%. Car ownership is estimated
to rise by 2031 by just short of a further 30,000 vehicles.
71% car
dependent for
Car ownership in South Warwickshire is high compared to county-wide and home-work
national levels and this translates into high car dependency for travel to work travel
(71% compared to 59% for the national average).

Bus services are disadvantaged because of the congestion on all the main routes in and out
of Stratford upon Avon. The ability to maintain a punctual service is impossible in peak hours
and in high season as visitors by car and coach mix with local traffic trying to access and
egress from the town. The effect of over 30 years of a road based transport policy has been
to dissuade local people, and residents from nearby villages, visiting Stratford and using its
shops and businesses preferring other destinations where there is less congestion and
inconvenience such as Solihull, Leamington Spa or Evesham.

The mitigation for the potential level and scale of road traffic from the LTA is entirely road
based. Two new relief roads, potentially funded by private developers are proposed. We are
not opposed to these schemes nor the development of an eastern relief road. However, we
do not believe these can be exclusive or long term sustainable solutions. We strongly believe
there needs to be much greater public transport connectivity for Stratford upon Avon and
particularly for the hinterland around Long Marston which affects South Warwickshire, East
Worcestershire and North Gloucestershire, all three of whom are absorbing significant levels
of new housing.

SLPG Submission > February 2017 (FD Pithie) 5

Stratford on Avon District Council Citizens Panel Survey
In the late Autumn of 2016 Stratford on Avon District Council undertook a survey using a
Citizens Panel approach. Some 496 people responded. Four questions were asked that
related to rail services. Aggregation of the scores from medium to high and essential
categories produced the following positive indications in terms of support for:

1. Improvements with rail services to Birmingham 82%

2. Improvement with rail services to London 86%

3. Consideration of Rail Link to Cotswold Line 58%

We believe, for the reasons outlined earlier in this submission, that (2) Improving rail services
with London is entirely interdependent with (3) Consideration of the rail link with the Cotswold
Line. Constraints with the existing rail infrastructure, particularly line capacity, determine that
improvement of Stratford-London rail services is not possible via Leamington Spa and the
Chiltern route to Marylebone.

Train operator Great Western Railway announced in February 2016 in its North Cotswold
Vision that it would like to see the line between Stratford upon Avon and Honeybourne
reopened as it wished to provide train services from/to Oxford and London Paddington.

The potential for redefining Stratford upon Avons rail services

1. Improvements with rail services to Birmingham

Stratford upon Avon - Birmingham

Additional semi-fast rail services between Stratford upon Avon and Stratford Parkway with
Birmingham at peak morning and evening times are already overdue. There is the scope with
existing rail infrastructure to introduce these additional services, particularly using the North
Warwickshire line via Henley in Arden and Shirley giving 35 minute journey time.

Stratford upon Avon - Solihull

There are significant difficulties in improving timings and frequency of services between
Stratford upon Avon and Solihull without major infrastructure intervention. A five mile section
of single line that takes each train some 8 minutes to clear, between Bearley and Hatton
means there is a lack of capacity to run more frequent services. This cannot be overcome
without major rail infrastructure work costing millions. If the Stratford-Honeybourne railway line
was reinstated then Stratford- Leamington Spa rail services, which use the same single line
section between Bearley and Hatton, could be reviewed to provide more capacity for
Birmingham - Solihull - Stratford services.

Redefining Stratfords Railway Services

Existing % of Expanded rail services

visitor trips by rail (6%) increasing visitor trips by rail
to national average (13%)

378,000
visitor trips 819,000
17.8M 20.8M visitor trips
value 38.6M
value

SLPG Submission > February 2017 (FD Pithie) 6

2 & 3 Improvement of rail services to London + Rail Link to Cotswold Line

Stratford upon Avon - London Paddington

Stratford needs an hourly rail service with London and that could only be provided by
reopening the railway line south to access the Cotswold Line at Honeybourne and extending
the current Great Western Railway passenger services between London Paddington and
Oxford onto Stratford. This could enable the national average of 13% of visitors by rail to be
achieved which would be worth over a further 20.8m to the local economy, most welcome
to local small and medium enterprises in and around Stratford upon Avon.

2. Stratford upon Avon - Evesham - Worcester - Stourbridge - Birmingham Orbital

A reinstated railway line via Honeybourne would enable the construction of a new Parkway
station south of Stratford upon Avon at Long Marston. A bi-directional and orbital rail service
joining the South Midlands with the West Midlands would be possible with journey times of 45
minutes between Long Marston and Birmingham and 60 minutes between Evesham and
Birmingham. Such a proposal would also mitigate the effects of increased vehicular traffic
arising from the new housing development planned for the Long Marston area which, with the
existing community, will amount to a population of 22,700 within the next 15 years.

Protected Railway Alignment

The railway alignment is largely intact since it was closed in 1976. The route was and has
remained protected by the Local Planning Authority to enable the reopening of a railway.
Consequently, a road that has been built on part of the route within Stratford upon Avon was
constructed with the condition that enough room be left for a future rail reopening.

5.9 miles of the alignment would require relaying. An earlier study and report to GRIP 3
indicated that this would also need to include a tunnel/trench in the Evesham Place area of
Stratford to overcome the need to cross the Evesham Road as a level crossing would not be
permitted and would be undesirable. Concerns from some residents in the immediate vicinity
of Evesham Place were largely assuaged by the option of extending the tunnel and a cutting
so the line could pass the built up areas with little visual or noise intrusion.

SLPG Submission > February 2017 (FD Pithie) 7

Core Strategy
No objections to the reopening of the railway were submitted by individuals or organisations
as part of the Stratford on Avon District Council Core Strategy consultation in 2015 and 2016.

The Greenway

Stratford upon Avon

Luddington

Railway Trackbed
Welford on Avon
5.9 miles

Long Marston
Garden Village
Long Marston

Potential Long Marston Parkway station

Quinton
Pebworth
Key

Existing

Honeybourne
Railway
(Cotswold Line) Existing Railway
2.3 miles

To Oxford, Reading and London Paddington

Following closure of the railway in 1976 the eastern side of the former trackbed has been
utilised as a popular walking and cycling route. Known as The Greenway the trackbed is
used from Seven Meadows Road on the southern flank of Stratford upon Avon and runs for
about 6 miles to Station Road, Long Marston. Any planned reinstatement of the railway would
not interfere with The Greenway but would require to be cognisant of the popularity it enjoys
and amenity it provides. Reopening the line would provide an an opportunity to enhance
facilities for users of The Greenway with better car parking at Stratford, Milcote and Long
Marston together with greater facilities for users along the route to encourage patronage.

SLPG Submission > February 2017 (FD Pithie) 8

Access Line
Some 2.3 miles of railway, as a single line branch remains in place and connected to the
national rail network at Honeybourne. This line remains in situ and is used for railway rolling
stock storage and access to rolling stock maintenance workshops at Long Marston.

Requirements
The safeguarded eastern chord would need to be reinstated at Honeybourne to effect
services between Stratford upon Avon and Oxford, Reading and London Paddington. The
existing layout with an additional platform face at Honeybourne would enable services
between Honeybourne, Evesham, Pershore and Worcester. The planned Worcestershire
Parkway between Evesham and Worcester would, once built, enable connection with rail
services between South Wales and the South West.

Cotswold Line
Honeybourne, situated on the Cotswold Line, between Evesham and Moreton in Marsh saw
an increase in passengers of 9.3% in 2014/15. Such a large and thus significant increase
reflects the significant housing growth taking place, Honeybourne is only some 2.5 miles from
Long Marston. Passenger journey usage at Honeybourne for 2015/16 showed an annual
increase of 3% indicating that the significantly over subscribed station car parking and lack of
any other alternative parking is now suppressing passenger journey demand and this is
affecting both peak and off peak travellers.

Infrastructure Requirements
In its Western Route Study Network Rail sets out an Indicative Train Service Specification
(ITSS) for the North Cotswolds between Oxford and Worcester. This does NOT include
services to/from Stratford upon Avon on a reinstated line from Honeybourne via Long
Marston. However, the Chilterns & West Midlands Route Study refers to Stratford -
Honeybourne as a third party scheme.

The indicative ITSS for the Cotswold Line identifies the remaining single line sections between
Wolvercot Junction and Charlbury, and between Evesham and Norton Junction as emerging
constraints. It states that increasing the all-day service frequency on the route to two trains
per hour would increase the utilisation of the single line sections to nearly 100 per cent
capacity utilisation. Network Rail are clear that such a level of capacity utilisation is not
acceptable for consistent delivery of a high performing railway.

The potential that Stratford upon Avon services represent could significantly boost the BCR of
any business case and priority for removing the constraints identified in the indicative ITSS for
the Cotswold Line by 2043. It is imperative that a GRIP 4 and economic impact study is
pursued for Stratford-Honeybourne so that the results of such work are available and can be
used to inform any case and detailed requirements when any redoubling proposal is
developed for the remaining sections of single line situated on the Cotswold Line.

Conclusion

The Stratford Area Transport Plan requires to include:

A firm commitment to work with the DfT, Train Operator, Transport for West Midlands and
Network Rail to increase the capacity and frequency of railway services between Stratford
upon Avon and Birmingham via Henley in Arden & Shirley including the introduction of semi
fast services for at least the peak morning and evening hours with a journey time of 30
minutes.

SLPG Submission > February 2017 (FD Pithie) 9

 A firm commitment to work with the DfT, Train Operator, Transport for West Midlands and
Network Rail to improve Stratford-Solihull rail services so as to provide improved
connectivity with the proposed tram service for Birmingham Airport. This should include
examining the cost and feasibility of infrastructure works to relieve the current constraint of
single railway line between Bearley and Hatton West Junction.

A firm commitment by Stratford on Avon District Council and Warwickshire County

Council to work with the DfT, Train Operators, Transport for West Midlands, the
adjacent local higher-tier authorities of Gloucestershire, Worcestershire and Oxfordshire
County Councils, Wychavon and Cotswold District Councils, adjacent Local
Enterprise Partnerships, Coventry & Warwickshire LEP and Network Rail to seek,
promote and pursue with all other interested parties and stakeholders a GRIP 4 study that
considers a single option of reinstating the railway from Stratford upon Avons existing
railway station to the existing branch line at Long Marston and the renewal/upgrade of the
line between Long Marston and Honeybourne including an eastern chord with the
Cotswold Line at Honeybourne and northern facing platform access at Honeybourne.

Support for an Economic Impact Study to compliment the GRIP 4 study as this will provide
key which are all significant factors for Stratford upon Avon and its hinterland in considering
any infrastructure proposal.

We recognise that not everyone is persuaded of the case to reopen the railway line between
Stratford upon Avon and Honeybourne. However, the need to support the local economy of
South Warwickshire and Stratford upon Avon, so dependent on visitors, is very real if
employment and growth is to be secured for the future. The large scale housing development
will increase the need to travel and commute between home and employment. An exclusive
road based approach is not sustainable and will diminish the area's amenity.

Consequently we believe that the community needs to obtain the detail and facts related to
the potential reinstatement of the railway between Stratford upon Avon and Honeybourne,
something that to date has not been done.

A significant offer from the Garden Village developers of 400,000 towards the required study
(GRIP 4) has been made and remains available. A GRIP 4 study and report combined with a
Economic Impact Assessment will lead to an objective and independent analysis considering
the issues, costs and benefits. Pursuing the study and assessment does not, in any way,
confer or imply support for reopening the railway line, it merely facilitates obtaining the facts.

The results of a GRIP 4 Study and Economic Impact Study will enable all parties, particularly
the local authorities and LEPs who are charged with enabling and promoting infrastructure
schemes, to consider the Stratford-Honeybourne rail reinstatement comprehensively and
determine if they support or dismiss it.

SLPG Submission > February 2017 (FD Pithie) 10

 Birmingham Moor Street
Birmingham Snow Hill

Solihull

Shirley Hatton

Warwick Parkway
Mainline services
to Birmingham, Claverdon
Henley in Arden
Stourbridge Junction the North West,
North East and Warwick
Scotland
Bearley
Wilmcote
Leamington Spa

Stratford upon Avon Parkway

Droitwich Spa
Stratford upon Avon

Worcester Shrub Hill

Potential
Long Marston Parkway

Evesham Honeybourne Moreton in Marsh

Worcestershire
Parkway
(2019)
Kingham

Mainline services to Charlbury

Cheltenham, Bristol, 5.9 miles of missing
South Wales and the railway line
South West
Hanborough

Potential Bi-Directional & Orbital West

Midlands/South Midlands service
Oxford

Potential Stratford - Oxford - Reading -

Reading
London Paddington service

Local Stratford - Leamington Spa London

service Paddington

Heathrow Airport

Western Rail Link (2024)

Redefining Stratford upon Avons rail services

We need your help

If you, like us, want railways services expanded for the Stratford upon Avon area so we can
enjoy the benefits of better connectivity, reduced traffic congestion and economic growth then
you can help make it happen. The more individuals and businesses that tell their District
Councillor, County Councillor and Member of Parliament that we need a GRIP 4 study the
better! Please dont leave it to someone else, take 5 minutes of your time and let those that
represent you on the council know.

Go to our website www.suawoox.com download and fill in our ready to send form and post it.

Like us at our Facebook page and keep up to date with our activities on twitter at: @suawoox

You can contact us at: suawoox@icloud.com

Theres more information and background at our website: www.suawoox.com

SLPG Submission > February 2017 (FD Pithie) 11

 Support

The Department for Transport stated in July 2016:

DfT colleagues are working with Network Rail, Great Western Railway, Local Enterprise Partnerships and
local authorities exploring the business case for improvements on the North Cotswolds route after the
introduction of the new bi-mode IEP trains and electrification between Paddington and Oxford. The
regional aspiration is a doubling in frequency to two trains an hour between London and Worcester with
one of these completing the journey within two hours.

The scheme would require further redoubling of the track between Oxford and Worcester, and hence would
have significant cost; potentially in the region of 250 to 300m. The business case is being promoted on
the basis of the economic growth it would stimulate and is at an early stage of development, but if it were
to happen it would provide a significant uplift in value to any case to reopen the railway between
Stratford-upon-Avon and Honeybourne.

The Cotswold Line Promotion Group support the reinstatement of Stratford-Honeybourne as

do the the Shakespeare Line Promotion Group.

Planning Inspector, Pete Drew, for Stratford on Avon District Councils Core Strategy stated in
his final report in June 2016:

"Warwickshire County Council, as Transport Authority, acknowledged at the resumed Hearing that it
has no experience of reinstating railway lines, distinct from reopening stations along an existing railway
line. Whilst its reservations are understandable at this stage, reinstatement of this missing section of line
holds the key to reinvigorating the Shakespeare Line and would further the Local Transport Plan vision
for its Passenger Rail Strategy. There is an opportunity to re-appraise the contribution that rail
reinstatement could make as part of the Transport Strategy for Stratford-upon-Avon that is currently
underway. It would appear to provide a long-term solution to the towns traffic congestion.

"In this broader context it is appropriate to focus back on the policy. The ninth bullet-point under What
is to be Delivered requires frequent public transport services between Stratford-upon-Avon and
Honeybourne Station, and so the policy hook to justify the financial contribution that is offered is
there. The main concern is therefore one of timing. The GRIP 4 study needs to proceed as soon as
possible because that is the trigger for the rail industry to get involved and, if a lead body is identified,
that would allow it to be identified in the Infrastructure Delivery Plan which, in turn, would ensure that
the contribution offered would meet the tests in paragraph 204 of the Framework.

Whilst there is a GRIP 5 stage it appears to be a detailed design phase and the consensus at the
Hearing was that GRIP 4 was the appropriate trigger point. It is in prospect that a Section 106,
associated with a second phase of Long Marston Airfield development, could be structured in this way,
but there is a concern that the Council might simply not seek any such contribution. Realistically this is
the only chance for the line to be reinstated and without this significant contribution being secured from
the private sector it might never happen.

The comments from the Planning Inspector regarding the Core Strategy for Stratford District
and the announcement in its North Cotswolds Vision by Train Operator, Great Western
Railway, that they wished to the see the Stratford-Honeybourne line reopened so they could
operate passenger train services amount to a significant change in circumstances.

In its policy PRPR4 the Local Transport Authority (Warwickshire County Council) state they
would review the reopening of Stratford-Honeybourne in the event of the type of changed
circumstances now evident.

SLPG Submission > February 2017 (FD Pithie) 12

 Conclusion
The Stratford Area Transport Plan requires to include:

A firm commitment to work with the DfT, Train Operator, Transport for West Midlands and
Network Rail to increase the capacity and frequency of railway services between Stratford
upon Avon and Birmingham via Henley in Arden & Shirley including the introduction of
semi fast services for at least the peak morning and evening hours with a journey time of
30 minutes

A firm commitment to work with the DfT, Train Operator, Transport for West Midlands and
Network Rail to improve Stratford-Solihull rail services so as to provide improved
connectivity with the proposed tram service for Birmingham Airport. This should include
examining the cost and feasibility of infrastructure works to relieve the current constraint of
single railway line between Bearley and Hatton West Junction.

A firm commitment by Stratford on Avon District Council and Warwickshire County

Council to work with the DfT, Train Operators, Transport for West Midlands, the adjacent
local higher-tier authorities of Gloucestershire, Worcestershire and Oxfordshire County
Councils, Wychavon and Cotswold District Councils, adjacent Local Enterprise
Partnerships, Coventry & Warwickshire LEP and Network Rail to seek, promote and
pursue with all other interested parties and stakeholders a GRIP 4 study that considers a
single option of reinstating the railway from Stratford upon Avons existing railway station
to the existing branch line at Long Marston and the renewal/upgrade of the line between
Long Marston and Honeybourne including an eastern chord with the Cotswold Line at
Honeybourne and northern facing platform access at Honeybourne.

Support for an Economic Impact Study to compliment the GRIP 4 study as this will
provide key data related to local development, tourism and the potential economic impact
which are all significant factors for Stratford upon Avon and its hinterland in considering
any infrastructure proposal.

We recognise that not everyone is persuaded of the case to reopen the railway line between
Stratford upon Avon and Honeybourne. However, the need to support the local economy of
South Warwickshire and Stratford upon Avon, so dependent on visitors, is very real if
employment and growth is to be secured for the future. The large scale housing development
will increase the need to travel and commute between home and employment. An exclusive
road based approach is not sustainable and will diminish the area's amenity.

Consequently we believe that the community needs to obtain the detail and facts related to
the potential reinstatement of the railway between Stratford upon Avon and Honeybourne,
something that to date has not been done.

A significant offer from the Garden Village developers of 400,000 towards the required study
(GRIP 4) has been made and remains available. A GRIP 4 study and report combined with a
Economic Impact Assessment will lead to an objective and independent analysis considering
the issues, costs and benefits. Pursuing the study and assessment does not, in any way,
confer or imply support for reopening the railway line, it merely facilitates obtaining the facts.

The results of a GRIP 4 Study and Economic Impact Study will enable all parties, particularly
the local authorities and LEPs who are charged with enabling and promoting infrastructure
schemes, to consider the Stratford-Honeybourne rail reinstatement comprehensively and
determine if they support or dismiss it.

SLPG Submission > February 2017 (FD Pithie) 13

 Resources
Arup produced a report on the potential for reopening Stratford upon Avon-Honeybourne to
GRIP 3 terms of reference in 2012. It can be accessed at:

https://www.stratford.gov.uk/files/seealsodocs/147435/
Stratford%20to%20Honeybourne%20Railway%20Reinstatement%20-%20Sept%202012.pdf

Two computer simulations of the how a reinstated Stratford-Honeybourne railway line can be
accommodated alongside existing roads in Stratford to facilitate connection with the railway
station. These simulations can be accessed at:

http://www.youtube.com/watch?v=HHek4aD9OUc

http://www.youtube.com/watch?v=zL6xsb57GNU
Promotion of the scheme and further details, together with press releases, are available at: www.suawoox.com

South Midlands/West Midlands/London Paddington rail network map overleaf in landscape format

Developers at Long Marston Airfield, confirmed in January 2017 as one of the Governments
Garden Village settlements, have offered 400,000 towards a GRIP 4 study to consider the
reopening of railway between Stratford upon Avon and Honeybourne. They have offered up to
17 million towards reinstatement of the railway if the GRIP 4 study was positive.

Coventry & Warwickshire Local Enterprise Partnership (CWLEP) will require to step up to the
plate and play their part as the lead enabling organisation. CWLEPs heavy focus on Coventry
and North Warwickshire, while understandable to a degree, requires review. CWLEP needs to
lead and promote joint partnership and funding from neighbouring local authorities (all of
whom are supportive), LEPs and other stakeholders to obtain a GRIP 4 study and Economic
Impact Study

Midlands Connect, with the advent of the West Midlands Combined Authority and its
transport arm, known as Transport for the West Midlands, is important and increasingly likely
to be the lead player when it comes to transport infrastructure. To date, Midlands Connect
have not shown any interest in Stratford's transport infrastructure despite the scale of
economic activity Stratford is responsible for especially given its close proximity to
Birmingham and the homes it provides for people employed in Birmingham and the West
Midlands.

The planned construction of Worcestershire Parkway (operational 2018) would facilitate a

direct connection with rail services to/from Cheltenham, Bristol, South Wales and the South
West. The new station will remove the current need for rail users at Stratford upon Avon to
travel north over 20 miles to Birmingham and change stations to access rail services to and
from the South-West.

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