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Integrated A new generation of interchanges

www.bettertransport.org.uk Contents Executive summary

Executive summary 3 Transport networks should be efficient, affordable, Funding and support accessible and comprehensive. Good modal Introduction 4 A and Investment Strategy is long overdue. interchanges are central to creating such networks. The Government should develop a multi-year bus Planning and interchanges 6 and coach investment strategy to sit alongside other That much of the country lacks such systems is the Case study - Thurrock 12 transport investment, such as the Investment result of disjointed and reductive transport planning Strategy and rail’s High Level Output Specification. Case study - Interchange 16 and investment. Despite in-principle support and a number of small national initiatives, there has been Case study - North 19 A joint Department for Transport (DfT), Department a widespread and ongoing failure to link transport for Housing, Communities and Other opportunities for improved connectivity 23 networks and modes. The resulting over-reliance on fund should be established to support the delivery is engendering negative social, economic and Conclusions and recommendations 26 of national priority interchanges and to fund regional environmental ramifications. These consequences assessment of interchange opportunities. Cross- References and image credits 30 unfairly disadvantage those who do not have a government working should also examine how better and lead to perverse spending decisions to address interchanges can contribute to policies such as the the resulting congestion. Industrial Strategy.

We need a better way forward. This report makes the schemes funded via the Road Investment case for a new generation of transport interchanges. Strategy (RIS) and all future rail franchises should be Taking account of technological, administrative and required to actively deliver better modal integration. social developments, it looks at both strategic and local opportunities for transport modes and services. Devolution Planning reform The creation of Combined Authorities and Sub- National Transport Bodies (SNTB) should be used The National Planning Policy Framework should be to significantly expand the integration of transport explicit in setting out the benefits of good modal planning and deliver the interchange facilities via a interchanges and their potential as hubs for sustainable review of opportunities to develop rail, bus, and coach development. There should also be detailed guidance interchanges. on planning and locating of interchanges. Goodwill toward joined-up transport provision is not The National Policy Statement on National Networks enough – more and better interchanges combined with should be amended to include transport better joined-up services are required. interchanges alongside the existing information on rail freight interchanges. The National Infrastructure Commission should undertake a comprehensive assessment of appropriate locations for major interchanges.

Transport options in the

2 www.bettertransport.org.uk www.bettertransport.org.uk 3 In addition to these benefits, there are new reasons to Introduction focus on multi-modal . While currently loosely defined, the concept of (MaaS) An efficient transport system should be easy has the potential to transform travel. MaaS foresees and affordable to use, accessible to all, and a move away from car ownership and towards a comprehensive in the destinations it serves. model where people purchase a journey by whichever This requires well-planned infrastructure and services. mode is most efficient. Thinking has so far focused Yet too often our transport networks fail to deliver on technology needed to achieve this through better such a . journey planning and autonomous vehicles. If it is to

transform how we travel for the better, however, MaaS The reason for this is clear. Planning, operation will need to be supported by greatly improved physical and investment in individual transport modes is connections between modes. Because national and undertaken in isolation. This means much transport local government, transport operators and the bodies planning remains reductive. For example, if there is a responsible for managing our road and rail networks budget for then the response to a congested road rarely work together, this essential element is both will be to add more road capacity. It will not generally long overdue and requiring of urgent attention. be to identify the wider causes of the congestion nor contemplate the best transport solution to resolve it. Good interchange facilities do exist in the UK. The most well-used of these are in major conurbations where A principal casualty of the current approach is mainline rail termini meet local transport for onward interchanges. By definition, interchanges require a travel. with light and suburban rail systems also joined-up approach to transport. Despite some recent often have interchange stations specially designed to attempts at more creative planning, opportunities to bring services together. link up road and rail infrastructure and services are routinely missed and often undervalued. While the above examples perform an important function, all too often they represent the full extent of Good interchanges can greatly influence the travel planned support for multimodalism. In smaller cities choices people make. Existing interchanges have and towns informal interchanges have evolved between developed for many reasons including facilitating easier Stratford Interchange, rail and bus networks. The usefulness of these, however, access to networks, taking advantage of co-located is frequently undermined by poorly coordinated and Without planning and investment in better So, there is a clear and pressing need for better transport infrastructure, making the most efficient integrated timetabling and promotion. Rural areas interchanges, the absence of affordable, efficient and integration of our transport systems. If our networks use of available capacity and to support new retail and worse, often relying on sparse and slow bus networks easy to use alternatives will mean those with access to are to become more efficient and easier to access, we housing development. the funding for which is under annual pressure. a private car continue to rely on them. Those without need to move beyond a small number of showcase them will continue to be doubly disadvantaged by examples and develop many more interchange points. Depending on their location, capacity and design, Away from major cities, is regularly the negative social and environmental impacts of Some of these will be strategic pieces of infrastructure, a good interchange can offer: planned as a series of independent routes, not a our over-reliance on private cars, and the inefficient bringing together major roads and rail lines. Others ●● Links to a wide range of destinations employing cohesive linked network. This approach infects not only planning and spending decisions that attempt to will be simpler, offering local interchanges designed to several modes planning between modes, but planning within modes. accommodate them. meet urban, suburban and rural needs. ●● Integrated travel information for ease of use For example, rail franchises rarely consider links with ●● Access to good quality transport services with clear services offered by other franchises. Development and investment in existing infrastructure This research highlights why and where better routes between modes is rarely planned in ways that promote efficient use of interchanges are needed. It considers the benefits ●● Local benefits such a more attractive, visited and Addressing these lost opportunities requires door networks overall. The absence of integrated planning of specific locations and looks at the role different more accessible public realm. to door planning of the type the Government and facilities causes congestion and leads to perverse organisations and policy initiatives should play in envisaged in its ‘Door to Door’ strategy of 2013 (now public spending decisions. It is the travelling public bringing more such developments about. withdrawn). More and better interchanges are a part who pay the price for this in wasted time, long or of this along with other initiatives such as integrated difficult journeys, with some even prevented from and ticketing. travelling at all.

4 www.bettertransport.org.uk www.bettertransport.org.uk 5 Context operations. While effective at facilitating access to The UK lacks a proactive and strategic approach to public transport, the contribution to that Example: transport integration. Despite in-principle support and such operations make is hampered by the continued Rail-based interchanges reliance on private car that they engender and their much lip service, there are often siloed structures in In recent years, a number of smaller interchanges It is also connected to the Cambridgeshire Guided limited impact on overall road mileage. coach, bus and rail industries, a lack of clear guidance based around new railway stations have been Busway. Other stations such as Edinburgh Gateway from national government and a shortage of skills and built. These have the potential to be multimodal have been conceived primarily as interchanges with We can do better. New technological, administrative resources locally. interchanges but in practice are arguably primarily no car parking but links rail and services instead. and social developments offer a great opportunity to car/rail interchanges. Of the 26 new stations added encourage new interchanges: National policy has been complicit in this arrangement. to the rail network since 2012, nine have over 100 The location and design of Parkway and There has been a long-term presumption in favour of ●● New approaches to investment – For example, the car parking spaces, with five having over 200 spaces. North means they can come with a cars in both planning and taxation policy. A flirtation DfT is examining whether in principle its objectives significant time penalty for public transport users. with a more cohesive national policy in the late for the Strategic Road Network can be best met Oxford Parkway Station is the largest example. It has At Oxford, existing on the A40 and A44 bound 1990s and early 2000s soon lost momentum and was through investment in rail freight. It will be possible nearly 1,500 parking spaces including the adjacent for the centre can only serve the parkway by formally ended with the abolition of the Commission to deploy similar arguments for passenger journeys park and ride site. In addition to copious space for imposing a delay upon city centre , who for Integrated Transport in 2010. ●● Technological progress – Concepts like MaaS and cars, support is also made to facilitate other modes. are likely to be the bulk. The location of Cambridge associated progress with real-time information, Rail tickets can be used on buses serving the city North is a significant walk from employment areas Subsequently, there have been only three DfT smart ticketing and ride-hailing operations centre, and some buses can also carry bicycles. while a nearby residential area with poor public initiatives of note. The Local Fund increasingly allow travellers to follow flexible Cambridge North station has 450 car parking spaces transport provision has no easy link to the station. operated from 2011-15 and supported a large number itineraries, making swapping between modes and along with room for 1,000 bicycles. of successful local initiatives albeit offset by cuts in routes much easier and more commonplace budgets to support buses. The Door to Door Transport ●● Societal change – Connected with the above, other Strategy of 2013 (now withdrawn) encouraged better social changes such as falling car ownership in urban passenger information and ticketing together with areas and among young people, is making a flexible improved physical connections and infrastructure, approach to travel modes the norm but arguably always lacked resources and ministerial ●● Devolution – The establishment of new combined support. Latterly, the Road Investment Strategy of 2015 authorities and Sub-National Transport Bodies includes a small amount of funding designed for modal allows a more integrated approach to transport and integration on the Strategic Road Network. land use planning to be taken in some places. There are examples of good practice. Geographic areas Drawing on the above developments, this research which have the most integrated approach to transport report makes the case for new interchange transport management – typified as members of the Urban infrastructure to: Transport Group – now have well-established networks of interchanges. But, overall, progress has been uneven ●● Encourage multimodal journeys and slow. Bus and coach networks lend themselves ●● Improve and reduce reliance on the to integration, but there are practical problems with private car by making alternatives quicker and easier severance, road congestion, signage and infrastructure. for all or part of a journey There are now 19 railway stations formally monikered ●● Identify potential sources of support and funding for as ‘parkway’s, but many hundreds more offer large new interchanges and promote proposals. amounts of space for car parking. Around 50 towns and cities in operate bus-based park and ride

Transport options at Cambridge North railway station

6 www.bettertransport.org.uk“ www.bettertransport.org.uk 7 Planning and interchanges What facilities should railway stations have?3

Number Trips per An integrated transport network with reliable Category Description Interchange facilities and well-positioned interchange points requires (2011) annum clear long-term policy supported by meaningful ●● Full access to all & facilities and Assisted Travel buggy planning attached to investment decisions. ●● Comprehensive signing from main road plus cycle/pedestrian routes This section identifies how key policies and strategies ●● Station Travel Plan support integrated transport and interchanges. ●● Cycle Hub with combined storage for up to 5% of passengers National Over A 28 ●● Parking & Premium Parking for up to 15% of passengers outside London hub 2 million National Planning Policy ●● Plus Bus through ticketing Framework (NPPF) ●● Bus/tram interchange ● Bus information displayed in or near station entrance Surprisingly little guidance is available on planning for ● and locating interchanges. The NPPF is not explicit ●● Well-signed taxi rank outside station with Accessible taxis in its support for interchanges to support passenger ●● Full access from entrance to all platforms, including lifts transport (although mention is given to strategic rail ●● Bus / tram interchange in or near forecourt freight interchanges). It does, however, contain implicit ●● Cycle Hub or secure store with combined storage for 5% passengers support through guidance which should require local ●● Comprehensive signing from main road plus cycle/pedestrian routes Regional Over authorities to look favourably on potential interchanges B 67 ●● Station Travel Plan interchange 2 million when developing local plans. For example: Rail ●● Parking & Premium Parking for up to 15% of joining passengers ’s current upgrade plan includes only ●● Plus Bus Through ticketing promoted 30. Encouragement should be given to solutions which two projects which explicitly aim to improve modal ●● Bus Information displayed in or near station entrance support reductions in greenhouse gas emissions and interchange (Edinburgh Gateway and the South Wales ●● Well-signed taxi rank outside station with Accessible taxis reduce congestion. In preparing Local Plans, local project). Other projects in the plan such as ●● Station Travel Plan planning authorities should therefore support a the Crossrail projects and also offer ● Cycle Parking Space for up to 5% of joining passengers pattern of development which, where reasonable opportunities for improved modal interchange. ● to do so, facilitates the use of sustainable modes of ●● Premium Parking as well as parking for up to 15% of joining passengers transport. ●● Plus Bus through ticketing promoted to local public transport The policy of support for interchange at individual Important 0.5 to C 248 ●● Access for All Step-free access stations is relatively clear. The DfT’s categorisation of feeder 2 million 31. Local authorities should work with neighbouring railway stations identifies six main types of station. ●● Comprehensive signing from main road plus cycle/pedestrian routes authorities and transport providers to develop For each, it stipulates expected standards across ●● Well-signed rank outside station strategies for the provision of viable infrastructure access, information, facilities and environment, with ●● Bus information displayed in or near station entrance necessary to support , locally specific initiatives subsequently identified ●● Local road map & useful information (e.g. bus/taxi phone numbers) including large scale facilities such as rail freight through station travel plans. ●● Well-signed taxi rank outside station if possible interchanges, roadside facilities for motorists or 0.25 ●● Street direction signs from main road and pedestrian/cyclist routes transport investment necessary to support strategies Medium D 298 to 0.5 ●● Cycle Parking Space for up to 5% of joining passengers for the growth of , or other major staffed million generators of travel demand in their areas. Highways England (HE) strategy documents do refer ●● Car parking for up to 15% of joining passengers to support for better modal interchange involving the ●● Bus information displayed in or near station entrance 34. Plans and decisions should ensure developments that SRN. The main objectives of the Road Investment ●● Cycle Parking Space for up to 5% of joining passengers Strategy (RIS)2 include, for example, Joining our generate significant movement are located where Under ●● Car Parking Space for up to 15% of joining passengers Small the need to travel will be minimised and the use of communities and linking effectively to each other: E 679 0.25 ●● Bus information displayed in or near station entrance staffed sustainable transport modes can be maximised. million ●● If no taxi rank, phone number prominently displayed ‘The SRN is a key part of connectivity, linking ●● Local road map & useful information (e.g. bus/taxi phone numbers) 41. Local planning authorities should identify and people, places, and different transport modes. Under ●● Minimum 4 cycle racks protect, where there is robust evidence, sites This is particularly true outside of the big cities, Small F 1,200 0.25 ●● Small car park and routes which could be critical in developing where the range of transport options may be unstaffed infrastructure to widen transport choice.1 more constrained.’ million ●● Local road map & useful information (e.g. bus/taxi phone numbers)

8 www.bettertransport.org.uk www.bettertransport.org.uk 9 The RIS designated funds also feature a Cycling, Safety Local guidance on interchanges and Integration Fund. This has objectives of: While most interchanges are based on individual masterplans, some transport authorities have produced “Modal Integration – to fund better links with local guidance on interchanges. Most notably, Transport for networks, e.g. Park and Rides, Station access.” London (TfL), offers detailed information for planning authorities on interchanges around four themes: £45 million of the funding specifically for integration ●● Efficiency - operations, movement to and and is expected to be spent on trial projects that can within the interchange, sustainability inform the future RIS. ●● Usability - accessibility, safety, personal security, HE’s Delivery Plan for 2015-204 Promises £100 million protection to provide ‘an Accessible and Integrated Network’ to ●● Understanding - legibility, permeability, wayfinding, information “Ensure we integrate with other networks ●● Quality - perception, built design, spaces, including local roads, existing and emerging rail sense of place7 links, ports and airports.” has also identified the need For modal integration, there are no targets associated for further interchanges to be developed but has so far with this objective and activities listed in the delivery concentrated on the freight and logistics sectors. plan are limited to the following: ●● We will support the delivery of Park and Ride facilities to better link the strategic road network with local public transport ●● Existing and emerging rail links – M42 6, Example: Example: first station outside of London”. Bus and coach interchanges - Freight and logistics interchanges - Daventry High Wycombe Compared with road distribution, rail freight A 2005 expansion allowed the transfer between Other national strategies Since 2016, coach services to High Wycombe have can deliver economic, safety and environmental sea and channel born rail-freight and road Several other strategic Government documents been greatly improved by the district council’s benefits. A single freight can remove up to transport. In 2011, a new rail tunnel was built under mention the importance and potential of interchanges development of a coachway interchange. 77 HGVs journeys from congested strategic roads. the A5 to improve access and plans for a further without giving particular guidance on how more and To increase rail freight, more Strategic Rail Freight rail-connected extension were approved in 2014. better interchanges can be provided. For example, High Wycombe is located near to the M40 which Interchanges (SRFIs) are needed at locations with the Cycling and Walking Investment Strategy (CWIS) carries frequent coach services between London, good road and rail connections. Examples such as SRFIs are important strategic pieces of requires that “Ensuring a seamless transition from Oxford, and . Prior to the the Daventry interchange in infrastructure. They are classified as Nationally public transport to and from walking and cycling development of the £150 million coachway, can remove up to 64 million lorry miles from the Significant Infrastructure Projects under the routes and networks is key to increasing the number however, services did not stop because of the Strategic Road Network a year.8 Planning Act 2008 and the National Networks of walking and cycling stages to bus stops and other delays caused in navigating local roads. High National Policy Statement (NPS) published in 5 transport interchanges.” Wycombe now receives more than ten services Opened in 1997, the Daventry International Rail December 2014 sets out the compelling need a day, although there remains scope for service Freight Terminal (DIRFT) is one of the busiest for more SRFIs because of the limited number of DfT guidance on the Bus Services Act namechecks improvements (stops for Oxford-London/ interchanges in the country. Located in the so- suitable sites available. the importance of good interchanges to ensuring Heathrow/Gatwick coaches, for example). called ‘golden triangle’ of midlands distribution public transport remains a viable and attractive points, it combines a rail connection to the west 6 transport option. The Coachway includes a heated waiting area coast mainline with links to main roads including and real-time information screens. The site also the M1 and A5. DIRFT’s use for rail freight has seen supports Park and Ride services. significant growth over the last 20 years.

Above: Birmingham tram

10 www.bettertransport.org.uk www.bettertransport.org.uk 11 Case Study 1: Thurrock Context Local plans ●● Thurrock is a unitary authority in Essex with a ●● Local authority plans strongly promote better modal population of 167,000. It forms part of the Thames integration and improvements to public transport Gateway area which is experiencing major and networks. Works undertaken to date have, however, on-going development in housing, retail and concentrated on increasing capacity on the A13 industries and A2 with initiatives such as the bus based SERT ●● Rail movements north and south of the river serve a proposal failing to attract financial support strong London commuter market, but the network is ●● Thurrock’s local transport plan and emerging new only lightly used for more local journeys local plan include priorities to “improve capacity ●● The majority of Thurrock’s population live within and connections between modes of transport at key two miles of a fast service to London and the area transport interchanges such as rail stations”9 and SERT rapid network transit rapid SERT is served by seven railway stations, all but one of “create a transport system that ... is integrated to which are on the Southend-Fenchurch Street Line. provide seamless multi-modal journeys”.

On the Kent side of the estuary, the North Kent Line network transit rapid commuter stations and supplemented by Ebbsfleet Lower Thames Crossing International on the HS1 line The current consists of two two- lane running northbound, and the QEII bridge ●● Thurrock is bisected by the and the carrying four lanes southbound. It is the only river A13, a major road linking Central London with east crossing on the SRN to the east of London and carries London and south Essex. The Kent side of the estuary an estimated 135,000 vehicles per day (avpd). It is not Enhanced local services including services local Enhanced services Cross-Thames is dominated by the M2/A2 corridor bus network Improved built to motorway standard, operates above capacity Uncommonly for a largely urban area, bus patronage ●● and a series of studies have identified it as a bottleneck in Thurrock has been relatively strong, increasing on the M25. from 2.7 million journeys in 2004-05 to 4.6 million in 2015-16. In Kent, services include the Fastrack Both Essex and Kent Councils support plans bus network which is being widened to support new for a new Lower Thames Crossing linking the M25 at development in the Dartford to Gravesham area. Ockendon with the A2 at Gravesend citing Port of Dover forecasts of 40 per cent growth in freight by 2030. Thurrock is opposed to the development. Thurrock interchange Thurrock and Haven - Southend HS1, London Rail: airports etc. to services M25 Coach: services Cross-Thames Improved Bus:

A Lower Thames Crossing proposal is currently being network coach Improved destinations and serving Using M25 & Heathrow Stansted including Gatwick, developed by HE at a predicted cost up to £6.2 billion. This consists of a motorway standard road built across Essex and Kent linking the M25 with the A2/M2 via a tunnel from east of Tilbury to Gravesend. It was named as a priority infrastructure project in the 2011 National Infrastructure Plan, was confirmed in 2013,

with a preferred route announced in April 2017. The services Bus River central from Extension Purfleet to London new crossing is intended to increase cross-Thames SRN road capacity by 70 per cent.

Contains Ordnance Survey data © Crown copyright and database right 2018

12 www.bettertransport.org.uk www.bettertransport.org.uk 13 Shortcomings with proposal: Recommended improvements South Essex Rapid Transport ●● Improved coach access to Swanley from the A20, Freight: The Lower Thames Crossing is designed to Rail facilities and services Reappraisal of the South Essex Rapid Transport (SERT) creating an interchange with rail services to Kent and take freight pressure off the existing M25 and allow A new Thurrock Parkway station bringing together a proposal offering high frequency buses on dedicated parts of Sussex easier access to Dover. Other options exist to this new station on both the HS1 and the Essex Thameside lanes through congested locations and interchanges at ●● A new Brentwood Parkway station served by end. Freight terminals north of the Thames at London line, and a parkway on the A282. Reintroduction of key locations including Basildon University , Crossrail, the Great Eastern Mainline and local buses Gateway and Tilbury have spare capacity and good Grays Town Centre, the Lakeside shopping centre (via passenger services on the Thames Haven Branch, ●● Delivery of the proposed Thanet Parkway Station rail freight connections (unlike Dover). Increased rail improving accessibility of the London Gateway/ the A13), and Purfleet. (planned to be built between Ramsgate and Minster) utilisation of these ports would relieve pressure on the Thames Haven port site. In the longer term, there is ● Extension of the Central Line to serve a reopened Dartford Crossing without requiring a new crossing. Improved coach services ● potential to extend this route to Canvey Island with its park and ride station on the M11 at North Weald The creation of an at Thurrock population of around 40,000 people. (would require slip roads for buses and park and ride Congestion: The principle of induced traffic suggests Parkway would be supported by the provision of traffic from the motorway) adding another road-based Thames crossing could Transformation of local bus services improved coach services. This could serve destinations ●● Coach and local bus interchange at Clacket Lane encourage more traffic onto an already congested Bus services operating via the Dartford Crossing are and routes including Stansted and Gatwick airports would allow coaches to serve Oxted station via network. Elsewhere, HE appears to acknowledge the very limited. Evening and Sunday services are sparse, via Thurrock, which it would join with the existing Junction 6 and an existing service station access basis of this argument. In its own review of the M25 thus depriving Thurrock residents of easy access to Heathrow coach services. road. This would require the link road to the A25 South West quadrant, HE recommended against a wide range of work and leisure opportunities by to be widened and a new short link to the B2024 widening, finding any new capacity would soon be public transport including connections with River Bus services allowing local bus access. taken up by increased journey numbers. at Ebbsfleet. Instigation of a comprehensive bus route A river bus service calling at Erith, Purfleet, Greenhithe, serving both sides of the Thames via the Dartford Grays, Gravesend and Tilbury, incorporating the Freight Damage to the environment: HE’s own consultation Crossing would overcome this and connect to other existing services. This could be either a stand- The current proposals for a Lower Thames Crossing are document states that ‘our proposed scheme would public transport networks. alone service or an extension of existing London have an impact on local communities as well as riverboat services or an eastward extension to current heavily predicated on a desire to expand freight access cultural heritage and landscape. These include areas services to Woolwich, Thamesmead, Rainham Marshes to cross-channel ferry and Eurotunnel services. The 27 of greenbelt, the Kent Downs Area of Outstanding BRENTWOOD A1 and Thurrock. With the exception of Tilbury, all calling needs and potential of rail freight are largely excluded A127 Essex Dunton from this discussion. Natural Beauty and areas of ancient woodland’ and Junction 29 points would be walkable from rail stations.

West Horndon 8

2 Basildon 1 ‘All route options would potentially affect areas of Upminster A Bulphan ancient woodland and protected species such as water AVERING Fares and ticketing The opportunity for increasing rail freight via Eurotunnel THURROCK is significant. Establishing a freight route via Maidstone 3 voles, great crested newts and birds.”’ North Ockendon 1 Consideration of incorporating the public transport A Horndon on and Barking Riverside could provide capacity while the Hill offer into London’s zonal system with Oystercard and Route 3 5 South Ockendon 2 avoiding London’s main orbital corridor. Consideration M Travelcard validity. Orsett Stanford-le-Hope should be given to establishing a committed rail freight Junction 30 North Stifford Aveley 3 A1 Linford route via a new link at Maidstone. Access to this could

9 Wider area improvements

08 Chadwell Chafford 1 Hundred A St Mary be supplemented by the Barking Riverside-Thamesmead 2

8 Further infrastructure and service improvements 2 West Tilbury A Grays Overground tunnel extension proposed by the London East could be undertaken in the area to enhance integrated Tilbury Tilbury transport and offer interchanges with the Stansted and Mayor in 2015 and a new link at Hertford to give access Location C A226 Bored Tunnel to the east coast mainline via Seven Sisters. Greenhithe MEDWAY Gatwick coaches. These include: A226 Swanscombe Northfleet GRAVESHAM Gravesend Chalk A2 Eastern Southern Link

Higham Shorne A289 DARTFORD Thong

A2

Junction 1 Rochester Longfield Cobham M Kent 2

Highways England’s preferred route for a Lower Thames Crossing (September 2018)

14 www.bettertransport.org.uk www.bettertransport.org.uk 15 Case study 2: The – M1, M6, A14 junction,

Context ●● There are practical issues with the design of the The Catthorpe Interchange is located at the junction new junction. There remains no access between of the M1 between and , and the A14 and M1 south. Junctions with local roads the A14 / M6 between Cambridge and Birmingham. have also been severed reducing the usefulness of It forms a strategic intersection between the North the intersection (although a new bridleway was West, Greater London, Cambridge and the east constructed between Swinford and Catthorpe to coast ports. serve cyclists, horse riders and pedestrians) ●● Investment has overly focused on adding road A junction between the roads was capacity to address the short-term needs and developed in the mid-1990s when a link to the A14 was interests of private car and road freight users added to the pre-existing M1/M6 junction. From the ●● Concerns, such as north-south and east-west travel early 2000s, the junction was recognised as being both by public transport were not given due consideration congested and an accident blackspot with at least 12 in consultation or realisation of the scheme. As a people killed in crashes around the junction between result, public transport provision remains very poor, 2005 and 2010. Traffic attempting to avoid the for example, the rail journey from Cambridge to interchange caused congestion and nuisance in nearby Birmingham is 45 minutes slower than the same local roads. journey by private car. Only one direct coach a day follows this route, being around one and a half hours HE (Highways Agency at the inception of the project) slower than by car. Similarly, there is no provision undertook a £191 million project to overhaul the for interchange with coaches serving strategic Catthorpe junction between 2014 and 2016. Replacing destinations on the M1 the roundabout based junction, the project created ●● By failing to accommodate the strategic potential for a three level intersection with connections between modal shift, the Catthorpe project failed to support the three roads. This was intended to reduce journey modal shift along the A14 corridor. It has thus times by resolving congestion and safety problems contributed to the major re-routing and increasing interchange New and overcoming conflicts between local and longer capacity of this road at a cost of up to £1.8 billion distance journey users. The interchange is now used by ●● The redesign of the Catthorpe junction not only over 140,000 vehicles a day. failed to consider the potential for public transport, but in its execution, made it significantly more Despite the major investment, the junction project has difficult to realise such improvements in the future. major shortcomings: The former road layout would have required two new slip roads allowing coaches to join and leave from the M1 south. The redesigned formation would require the construction of an additional six slip roads to make it operational as an interchange (two each to link with the M1 south, M1 north, M6 and A14). Contains Ordnance Survey data © Crown copyright and database right 2018

16 www.bettertransport.org.uk www.bettertransport.org.uk 17 Recommended improvements Case study 3: A public transport interchange at the Catthorpe Junction Luton north The Catthorpe Junction is a strong strategic location for the establishment of a new public transport Context Existing development proposals interchange: ●● Located 30 miles north of central London, the ●● Plans for a major new mixed development area to ●● Serving coach and local bus services to Rugby, settlements of Luton, Dunstable and Houghton the north of Luton are being developed by local , and Daventry, an Regis form a large conurbation with a combined authorities interchange would allow easier and swifter travel population of 260,000 ●● To the immediate north of Luton, the midland between a wide range of destinations across the ●● The main transport connections are from the mainline and the M1 run in close proximity. hinterland north of London, the Midlands and parts , which passes through the town This provides the opportunity for an interchange of eastern England and has three railway stations (Luton, Luton between the two, offering multimodal access to ●● It would particularly address weaknesses in the and Leagrave), and the M1 which bisects with local, regional and national destinations provision of east-west public transport (see below) conurbation. Other ‘A’ roads in the area include the ●● Luton and Dunstable’s local transport plan and improved access to north-south journeys via the A5, A6 and A505 (2011-2026)10 identifies the need to ‘Improve M1 and connections to rail including the west coast Catthorpe interchange ●● The local road network is congested, with 2018 interchange between rail, coach and bus services’ mainline at Rugby research identifying the area’s roads as the fourth as a high priority for the local area in particular to ●● Existing bus provision is limited by the fragmentation ●● There would also be an expectation of local bus most congested in the country. Efforts to address support the economy of responsibility for an area that straddles three networks being adapted to connect to the new bus this have included a new bus network including ●● This potential of this location as a transport node counties (, and route, and connections to visitor attractions such as an eightmile guided busway employing a disused has already been identified by Central Bedfordshire Northamptonshire). Grafham Water. rail line. Council. In 2017, the council published a framework ●● Public transport travel between the area’s main plan11 for the north of Luton strategic allocation. Express bus service Cambridge-Rugby Other improvements centres is currently difficult with the limited facility This included a new transport facility combining rail The A14 between Cambridge and Rugby has significant To improve the provision of multimodal transport for interchange with rail, particularly at Milton and road access along with housing, commercial unrealised potential as a public transport corridor in the area around the interchange a number of rail Keynes a particular problem. For example, the development, leisure facilities and a major new served by an express bus route. This would bring enhancements should be considered: 18 miles from Luton to currently linking the M1 to the A6 to the east benefits including: takes over an hour and half by rail and requires ●● The Bedford-Northampton rail line should be ●● However, the proposal being considered is for a rail/ travel via central London. Bus journey times are ●● New strategic public transport connections on both examined for reopening. The 20 mile alignment is road freight interchange only (Sundon Rail Freight quicker at 50 minutes but can be further extended road and rail still extant although threatened by development at Interchange) and does not include measures to at peak times due to congestion between Luton ●● Improved local and regional public transport in Northampton. Linking these two large towns would improve passenger transport town and M1 Junction 11. Coach journeys are areas where current provision is poor (including, for complement the next phase of the planned East West ●● The provision of bus, coach and rail access to the new around 35 minutes to Milton Keynes Coachway but example, between Huntingdon and Thrapston, and Rail line from Bedford to Cambridge. Several studies development site has a strong correlation with the then require passengers to catch a further service to Rothwell and Rugby) have recommended the Bedford-Northampton objectives set out in the framework, to offer ‘easy the town centre ●● One potential express bus route would link reopening, including as a potential extension of access to the towns, villages, and the countryside Cambridge, Huntingdon, and Rugby, with and to support the area’s important and ●● Journey times for the nine miles from Luton to ... utilising existing routes and creating new ones to rail services at all four locations and a number of fast-growing rail freight distribution sector Stevenage and the east coast mainline are even more maximise connectivity. This will include good public stark with the new road layout at other local interchange points. This route would ●● In the longer term, the practicalities of connecting transport and safe, convenient walking and cycling sometimes imposing significant delays on exiting be particularly attractive for journeys such as other major distribution centres such as the nearby routes to encourage sustainable and healthy modes buses routes. Coach and bus take 50-55 minutes. Cambridge to Birmingham, where travel times Lutterworth Magna Park to the rail network should of travel’ Rail takes considerably over an hour because of the would compare favourably with existing options. be considered. The benefits of this would be to requirement to travel by central London. Private car The attractiveness of services would be enhanced via reduce over-reliance on roads distribution of freight journeys are timed at under 30 minutes. through joint bus and train ticketing and the congestion this causes.

18 www.bettertransport.org.uk www.bettertransport.org.uk 19 Recommended improvements ●● Car parking and coach interchange, both to be Local bus improvements accessible from the M1 ●● Ensure faster and more reliable peak time bus ●● Local bus interchange supported by integrated bus/ services by offering guided buses direct from Luton rail timetabling. This should become a focus for local station to the north side of Dunstable and to a new bus routes, including a new route between Dunstable M1 junction. This would avoid congestion both within and Barton le Clay Luton and around Junction 11 of the M1 ●● Construction of a dedicated connecting spur linking ● Improve links between Luton and Cambridge, the new station to the guided busway (if physical

● at Hitchin rail to bus connections Local Peterborough and intermediate stations by constraints can be overcome). This connecting spur reinstating a stop at Hitchin station for local buses could provide a more attractive route for Chiltern to Stevenage Way walkers. ●● Service 88 could also usefully be diverted via Luton Airport and extended to Hitchin station. Longer term Improve local rail infrastructure by establishing a link Establish Luton North public transport and between the and the Marston Vale freight interchange line, allowing travel toward Milton Keynes and Oxford. Build a new Luton North interchange station serving This section of the is likely to require the midland mainline and M1 Junction 11a. This upgrading as part of the East West Rail project toward proposal should be taken forward as an expansion of Bedford and Cambridge. plans for a rail freight facility and should include the following: Luton - Dunstable busway Existing busway Existing New Luton North Luton New interchange station interchange Extension of services of Extension Contains Ordnance Survey data © Crown copyright and database right 2018

20 www.bettertransport.org.uk www.bettertransport.org.uk 21 Example: Other opportunities for improved connectivity Clock face scheduling between rail and road A clock face schedule, or Taktfahrplan, is a timetabling system that runs services at Willesden Junction Lanark Junction consistent intervals with the objective of making Increasing the interchange role of Willesden Junction A new station to the west of Carstairs where the schedules simple to memorise and therefore could create a new cross-London route. This would branch from Lanark joins the mainline. Such a location more attractive to use. Clock face timetables be created by replacing some current services from would enable the station to serve trains from Lanark, can also be attractive to operators by making Willesden Junction to Euston and Victoria, rerouting Edinburgh and in one direction and Glasgow planning easier. Overground services to cover and and Stirling in the other without the need for new running Crossrail fast to Heathrow then to Staines permanent way. This could be combined with strategic Widely used in Germany, the Netherlands and beyond. This proposal would have the additional bus links to a range of destination including the west and Switzerland, clock face schedules give the benefit of avoiding constraints that have coast and its ferry links. biggest benefits when they allow coordination hampered attempts to create a Heathrow-Staines across public transport modes. Generally rail link. Saffron Walden coachway organised around a hub and spoke system, Saffron Waldon is a in Essex located transfer distances and waiting times between 12 miles from Bishop’s Stortford and 18 miles from services can be minimised and journey-time Carnforth in is uniquely placed to Cambridge. Despite being close to both rail connections based tickets employed. support sustainable tourism and through an and the M11 it has weak multi-modal transport integrated transport offer. It is currently prevented from provision. Establishing a short coachway exit from the In 2015, Network Rail produced its Improving doing so because its mainline railway station platforms motorway where it crosses a local B road near Audley Connectivity report which applied the principles were closed as part of the Beeching cuts. End station would allow drivers currently using the M11 of a Taktfahrplan approach to rail timetables to access local bus and park & ride facility for Saffron in eastern England. It identified a core service Carnforth is situated less than ten miles from two Walden, avoiding congested local roads. This would also pattern and investment priorities, but these have National Parks and two further Areas of Outstanding give improved access to Audley End railway station and yet to be adopted in practice. Natural Beauty. It is also located on the A6 and close its connections to Cambridge, London Street to the . The town has a well-served and Stansted Airport while also giving access to a wider railway station with regional and local services from range of destinations via the national coach network. on the Furness Line and services on the to Line. Farnborough / Frimley Green Three rail lines intersect around Farnborough in It is also located on the west coast mainline, but Surrey, but interchanges between the services are no mainline trains currently stop there because currently poor. Constructing a new station where the platforms were decommissioned in the 1970s. the Ascot-Ash Vale line crosses the South West Reopening the mainline platforms at Carnforth would mainline would rationalise the situation, and provide support sustainable access to a major destination, a strategic interchange making services on all three particularly helping to reduce tourist road traffic in lines more accessible. Reading to Guildford trains destinations including the . would be diverted to the new station, Frimley Green and Farnborough Main stations would remain open while Farnborough North and North Camp stations are closed, leaving Ash Vale station as a key interchange.

22 www.bettertransport.org.uk www.bettertransport.org.uk 23 East West rail Newark Interchange Newport South Measures are needed to ensure the advantages of the Consider a new avoiding line east of Newark which A new Newport South station should be considered new East-West rail line from Oxford to Cambridge would cross the -Lincoln line at a new at the junction of the Ebbw Valley railway and the are realised even before it is complete. When the new interchange station. The existing east coast mainline South Wales mainline. This would allow passengers for line reaches Bedford, a dedicated express bus link to could close north of the Nottingham-Lincoln line Newport and eastwards to avoid travel via Cardiff. The Cambridge should be established: to where the avoiding line would regain the current new station could also be served by bus links, replacing ●● Starting from the existing or a new railway station at route, thereby saving the cost of converting several the current demand response routes and giving services Bedford railway via the A421 bypass level crossings. Some east coast mainline trains would appropriate for an area with close proximity to major continue to serve Newark Northgate, then turning population centres. ●● Calling at St. Neots station where the usefulness onto the Lincoln route before using a new junction of the interchange should be greatly enhanced by to get onto the avoiding line. All trains except fast selected east coast mainline rail services and a Pilning interchange east coast mainline services would stop at the new link with existing and future suburban services (St. There are projections for significant housing and station. A new Trent crossing would be needed, and Neots already has four platforms, making such a role employment growth in the area around Pilning and would provide an opportunity to add a walking and potentially feasible) Severn Beach to the north west of . To improve cycling crossing. ●● Subsequently, the bus route should call at a local and regional connectivity a new interchange Cambourne park and ride site (near an eventual should be considered connecting the South Wales east-west rail station when the line to Cambridge mainline near the junction of the M4 and M49. This is planned and constructed), and Cambridge city Example: should include a new railway station for Pilning (the centre and station. existing station is some distance from the village Public transport on the and receives only a Parliamentary service) and a stop South Hylton Parkway Strategic Road Network for long-distance coaches from the nearby M4/M49 roundabout. In the long term, diverting Severn Beach This proposal would establish an interchange at South A key element in better integrating transport trains to run alongside the A403 to the new station Hylton on Wearside linking existing express bus services is to ensure the interests of bus and coach could also be possible. between Middlesbrough and Newcastle, local buses users are represented in decisions concerning the Strategic Road Network (SRN). The causes and the South Hylton Tyne & Wear Metro terminus. Ruislip Gardens Currently, the South Hylton branch of the Metro of unreliable and unattractive bus and coach stops half a mile from an expressway section of the services include: A new Ruislip Gardens interchange station should be A19 without a junction. The proposed reopening of ●● Severance where bus and coach routes cross considered. This would be served by underground and the Leamside Line nearby would further enhance the the SRN. Junction design is crucial in resolving Overground services as well as being a stop for a new connectivity this site offers. these problems Heathrow-Watford Rail/Air Link bus. ●● Poor or confused signage directing car users to public transport such as Park & Ride ●● Congestion, particularly on the SRN in urban areas ●● Lack of planning or information around diversionary routes, which can badly affect local bus services ●● Unattractive and unsafe bus stops on trunk roads

24 www.bettertransport.org.uk www.bettertransport.org.uk 25 Interchanges can both help tackle the transport NIC’s study into future passenger interchanges needs Conclusions and recommendations impacts of development and act as hubs round should have the following focus: Overview Planning reform which development can take place, reducing local ●● Identifying locations for potential new interchanges transport and environmental impacts of new between road and rail where the strategic networks England, and Wales have little in the way National Planning Policy Framework (NPPF) housing, for example. The efficacy of interchanges coincide of integrated transport. A central reason for this is It is important for the Government to clarify that should be reflected in the planning policy guidance ●● Assessing the location and modal provision of that it is no one’s job to join modes up. Rail’s priorities better integrated public transport is a defined policy that accompanies the NPPF. Sections on preparing existing interchanges with a view to targeted are set by franchise holders, the DfT’s Rail Executive objective. Government should supplement the NPPF, local plans, transport assessment and transport investment to improve performance and by Network Rail. Road priorities are set by HE ensuring it contains more detailed guidance on planning evidence base should both offer specific guidance on Interrogating how technological change can facilitate and local authorities. There is a wholesale lack of and locating interchanges. The NPPF should be more interchanges and their potential in delivering more ●● improved door to door journeys and the interchange government strategy or policy to support coaches or explicit in setting out the benefits of good modal sustainable development. long-distance bus services. Local bus priorities are set interchanges. For example, guidance should be clear opportunities and needs this creates by operators and local authorities. Coach priorities that transport interchanges can: National Policy Statement (NPS) ●● Setting out how road and rail interchanges can be are set by operators. Walking and cycling are overseen ●● Bring improved modal choice and range of The strategic importance of major interchanges included as part of future National Infrastructure by local authorities. Not only is there no national destinations needs to be reflected in relevant the NPS. The NPS Assessments. oversight transport investment to encourage modal ●● Contribute to reduced use of private cars, thus on National Networks should be amended to include integration, but there are few regional and local venues addressing issues including road congestion, air passenger transport interchanges. The existing NPS in which such discussions can be had. Without clear quality and carbon emissions on National Networks already includes rail freight Case study: and consistent systems to promote, encourage or Be employed in circumstances from cities to small interchanges because of their strategic importance. support modal integration, the warm words of planning ●● Greater Anglia franchise – towns and rural environments. This should be expanded to cover strategic passenger guidance are seldom reflected in national investments interchanges to: integration working group or local planning. The East Anglia franchise was awarded to ●● Maximise the effective use of existing transport Abellio in 2016. Improved modal integration was infrastructure particularly on busy travel corridors In only a few places do planning and investment Case study: identified as one of seven overarching priorities around large urban areas decisions that actively promote transport integration Cornwall’s devolution deal for the franchise along with objectives such as take place. These are predominantly London and ●● Facilitate increased transport choice for the travelling local regeneration and investment in and around Integration of public transport across the county the major conurbations of the north of England public including more door to door journeys involving stations. is one of the prime beneficiaries of Cornwall’s and the Midlands (former Passenger Transport more than one . devolution agreement. The deal, agreed with Executive areas). Other places with the potential to To help meet this objective, a transport central Government in 2015, gives the county develop such integration are the areas covered by National Infrastructure Commission (NIC) integration forum was established in 2017. This greater ability to control its transport services established or shadow Sub-National Transport Bodies A comprehensive assessment of appropriate locations brings together the train operator with local bus and is worth £126 million. (STNBs, for example Transport for the North), and for major interchanges is need. The NIC should be companies, adjoining franchise holders and local locations like Cambridgeshire or Cornwall which have charged with delivering such research, identifying authorities to discuss integration of timetables Improvements underway include: devolved structures able to plan and deliver transport locations where interchange between rail, coach, bus across modes. infrastructure over relatively wide geographical areas. ●● Better integration of bus and rail services, and will deliver the largest time Some, like Cornwall, are starting to use these powers with the main rail network becoming a series savings to passengers and make sustainable journeys Greater Anglia has also appointed an Integrated creatively with an emphasis on interchanges. of hubs for onward travel by bus more attractive. This should consider both existing Transport Manager. The role covers station cycle ●● Development of contactless multimodal travel patterns, environmental, social and economic parking, improved connections between trains Goodwill toward joined-up transport provision is not ticketing across rail, bus and ferry services policy objectives, and concepts such as MaaS. and buses, joint ticketing, improved information enough – more and better interchanges combined ●● A third more rail services stopping at and signage, and marketing and promotion. with better joined-up services are required. To make key stations interchanges more central to the transport system will ●● A smartphone giving details require better promotion of their benefits and specific of journey options, timetables and other travel initiatives to plan and deliver them at national, regional information and local level. The tools needed to do this are set out ●● A £7.4 million investment in new buses by in the next section. operator, First.

26 www.bettertransport.org.uk www.bettertransport.org.uk 27 Funding and support be of a single tranche with the potential to establish As part of their strategic planning, new devolved bodies Bus and Coach Investment Strategy a rolling programme if successful (see regional should carry out a review of opportunities develop Case study: The strategic role of coach services is potentially opportunities, below). The establishment of a coach interchanges combining rail, bus, and coach services. Competition law and interchanges and bus investment strategy is also long overdue and The focus of such reviews should be four-fold: comparable to that of the rail network, connecting Joining up bus and train services makes them would provide additional support for establishment and large settlements and busy routes where there is ●● Updating existing interchange facilities easier to use and more attractive for passengers. improving interchanges. insufficient rail provision. Yet coaches are rarely viewed ●● Examining opportunities for new interchanges to However, the Competition and Markets Authority in this way and receive none of the national profile support existing development, travel patterns and (CMA) has on occasion considered whether such Road Investment Strategy (RIS) and support of other modes. This is a huge missed trip generators arrangements can be anti-competitive. Through the RIS, HE has a responsibility to improve opportunity which Government should rectify at the the operation SRN for all road users. This is taking the ●● Creating new interchanges as part of new earliest opportunity by developing a multi-year bus In 2016, the CMA examined some bus and rail form of an Accessibility Strategy12 and £250 million commercial and residential development and coach investment strategy to sit alongside the services in , focusing on areas designated fund for Cycling, Safety and Integration. ●● Piloting new types of interchange, such as rural RIS programme for roads and the High Level Output where both services were run by a single operator. Of this, £45 million is specifically for trials and pilots transport hubs and travel corridor based networks of Specification to rail. For interchanges, the strategy The CMA investigation contended passengers’ that support integration. This approach is beginning to interchanges should guide infrastructure investment to: best interests are served by trains and buses stimulate broadened thinking within HE. It is important ●● Support the development of new interchanges competing for passengers’ patronage. that momentum and financial support is maintained Guidance to the rail industry (national, regional and local) into the second iteration of the RIS. Rail franchising ●● Road layout initiatives to address severance and In practice, the CMA inquiry discovered little Under the DfT’s franchise guide, all franchises should which could be considered anti-competitive. improve journey times and reliability Transport integration and competition policy increase the long-term value of the railway by means Rail and bus operations generally serve separate ●● Tackle unattractive and unsafe bus stops on The perception of a clash between public transport and including supporting modal integration. In reality, such markets. Rail journeys tend to be longer distance trunk roads. integration and competition law needs to be addressed integration is often patchy. than bus trips, something reflected in numbers by government. While recognising the need to ensure of stops and average speeds. The main area of These objectives should be shared with HE and the RIS value for passengers, the Competition and Markets Future rail franchise agreements must be more competition in local transport is arguably not process where appropriate (see below). Authority’s 2016 inquiry into bus and rail services in the proactive in promoting integration. This should include: between bus and train, but public transport and north of England failed to recognise that the two modes ●● Establishment of transport integration forums, private cars. By choosing to examine the case, the Multi agency working are complementary. The interpretation of competition bringing together the train and bus operators, local CMA suggested a lack of understanding of this Integrated transport requires more joint working at law should be clarified to ensure complementary bus authorities and other partners including major trip point within the regulatory system which needs national level. Following research from the NIC, as called and rail services are recognised as being part of a single generators such as to be addressed. for above, a joint working group involving the Ministry public transport offer and are not penalised as anti- ● The establishment and refreshment of station travel of Housing, Communities and Local Government, DfT, competitive or duplicative. ● HE, Network Rail and local and regional bodies where plans to oversee cycle parking, improved connections with buses, joint ticketing and promotion. ● Do buses run at the times when they are needed by appropriate should be established with the aim of Devolution ● bringing more interchanges to fruition. The group should interchange passengers? For example, are people Many of the best examples of existing interchanges also identify where better interchanges can better DfT guidance on interchanges at rail stations using off peak tickets having the time they can can be found in former Passenger Transport Executive support Government objectives, such as those emerging The DfT’s guidance on interchanges at rail stations is spend in their destination curtailed by the absence of areas. Key reasons for this are the opportunities to from the industrial strategy. currently overly focused on the physical aspects of buses connecting with trains as part of their return integrate bus, train and other transport and planning interchange and needs to be broadened. Less tangible journey? Is weekend travel is hampered by a lack of that devolution allowed. The creation of Combined In concert with more joint working, there is a strong factors also need to be considered in the planning and Saturday or Sunday services? Authorities and Sub-National Transport Bodies (SNTB) case for establishing a joint DfT, Department for operation of interchanges. For example: ●● What provision is made for delays? Are there standby offers the opportunity to significantly expand both Housing, Communities and Local Government fund to ●● Is the interchange the right one for the intended and mitigation arrangements for when a train or bus the integration of transport planning and deliver the support the delivery of national priority interchanges market? Can people travelling to or from a given is running significantly late? interchange facilities to enable its wider adoption. and to fund regional assessment of interchange destination make an interchange at the station opportunities. In the first instance funding should that is likely to be most convenient? For example, despite being less than eightmiles from St Neots station in Cambridgeshire, the growing new town of Cambourne has no regular bus service to the station

28 www.bettertransport.org.uk www.bettertransport.org.uk 29 References Image credits 1. https://www.gov.uk/government/uploads/system/uploads/ p1 Boudicca by the Thames (Joybot via Flickr), attachment_data/file/6077/2116950.pdf Edinburgh tram (Andrew Bone via Flickr) 2. https://www.gov.uk/government/uploads/system/uploads/ p2 WMCA signage (Urban Transport Group) attachment_data/file/408514/ris-for-2015-16-road- p5 Stratford (Julian Walker via Flickr) period-web-version.pdf p7 Cambridge North station (Dani Oliver via Flickr) 3. Adapted from: https://web.archive.org/web/20110606011046/ p8 Hull Paragon Transport Interchange (David Wright via Flickr) http://www.dft.gov.uk/pgr/rail/passenger/stations/ p11 Tram Twilight (Damien Walmsley via Flickr) betterrailstations/pdf/parta.pdf p18 M1 Jcn 19 Catthorpe junction (Highways England) 4. https://www.gov.uk/government/uploads/system/uploads/ p20 Luton busway opening day (Julian Walker via Flickr) attachment_data/file/424467/DSP2036-184_Highways_ England_Delivery_Plan_FINAL_low_res_280415.pdf p22 Bicycles Northampton Station (Ian via Flickr), 5. https://assets.publishing.service.gov.uk/government/ Cycles on the train at (Urban Transport Group) uploads/system/uploads/attachment_data/file/603527/ p25 Nottingham tram and Central Trains Turbostar cycling-walking-investment-strategy.pdf (Citytransportinfo via Flickr), 6. https://assets.publishing.service.gov.uk/government/ Stratford (Clive A Brown via Flickr), uploads/system/uploads/attachment_data/file/664318/ Cross Platform Interchange Finchley Road bus-services-act-2017-new-powers-and-opportunities.pdf (Citytransportinfo via Flickr). 7. https://tfl.gov.uk/info-for/urban-planning-and- construction/interchange 8. https://www.transport-network.co.uk/Rail-freight-even- better-at-cutting-lorry-miles-campaigners-say/14094 9. (p117) https://www.thurrock.gov.uk/sites/default/ files/assets/documents/core_strategy_adopted_2011_ amended_2015.pdf 10. https://www.luton.gov.uk/Environment/Lists/ LutonDocuments/PDF/Local%20Plan/Transport%20 communications/TRA%20003.pdf 11. http://www.centralbedfordshire.gov.uk/Images/luton- framework-written-document_tcm3-6806.pdf 12. https://assets.publishing.service.gov.uk/government/ uploads/system/uploads/attachment_data/file/526226/ S150749_Accessibility_Strategy_4pp_V3.pdf

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