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High Speed Rail in Kent

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High Speed Rail in Kent Transport for Development High Speed Rail in Kent Part 1 – Results from Stage 1 Work Report for Kent County Council In Association With Southeastern April 2008 Document Control Project Title: High Speed Rail in Kent MVA Project Number: C3683000 Document Type: Final Report Directory & File Name: H:\Railair\C3683000 KCC Impacts Of CTRL DS\Deliverables\High Speed Rail In Kent Final Report V2.1.Doc Document Approval Primary Author: David Jowsey Other Author(s): Chris Pownall, Ian Bruce Reviewer(s): James Vickers Formatted by: DJ Distribution Issue Date Distribution Comments 1 14/03/08 JV, CP Internal Review 2 17/03/08 Tim Martin First Draft for comment 3 11/04/08 Tim Martin Final Draft 4 22/04/08 Tim Martin Final Version Part 1 5 30/04/08 Tim Martin Final Version with minor amendments Contents 1Introduction 1.1 1.1 Purpose of Report 1.1 1.2 Structure of Report 1.1 2 High Speed Rail in Kent 2.1 2.1 Introduction 2.1 2.2 Choice of Route 2.1 2.3 Stations 2.2 2.4 Service Specification 2.3 2.5 Integrated Kent Franchise 2.3 3 Rail Commuting from Kent to London 3.1 3.1 Introduction 3.1 3.2 Current Commuting to London 3.2 3.3 Economic Importance of Commuting 3.5 3.4 Kent in a Regional Context 3.8 3.5 Present Day Southeastern 3.11 4 The Attraction of High Speed Services 4.1 4.1 Introduction 4.1 4.2 Service Patterns 4.1 4.3 High Speed Demand Forecasts 4.6 4.4 Individual Station Forecasts 4.12 4.5 Evidence HS1 will attract new people to Kent 4.16 4.6 Attraction of St Pancras 4.19 4.7 Conclusions 4.21 Appendices Part 1 – Results from Stage 1 Work 1 1 Introduction 1.1 Purpose of Report 1.1.1 MVA Consultancy has been appointed by Kent County Council (KCC) to help achieve an understanding and consensus about the changes and opportunities associated with the introduction of High Speed (HS) rail services in Kent. HS services partly use the High Speed 1 Route (HS1) from St Pancras to the Channel Tunnel. 1.1.2 The complete package of work proposed comprises two stages. 1.1.3 Stage 1 builds upon the research undertaken by MVA on behalf of Southeastern, the Train Operating Company that will operate the new HS services, as well as existing publicly- available sources of information. The results from this analysis are presented in this Part 1 of this report. 1.1.4 Stage 2 will require new research and supporting analysis to evaluate in more detail the economic impacts of HS services and identify specific local issues that will arise as a result of the new service. Recommendations for this stage of work are presented in Part 2 of this report. 1.2 Structure of Report 1.2.1 The structure of Part 1 is as follows: Chapter 2 - High Speed Rail in Kent; Chapter 3 – Rail Commuting from Kent to London; and Chapter 4 – The Attraction of High Speed Services. Part 1 – Results from Stage 1 Work 1.1 2 High Speed Rail in Kent 2.1 Introduction 2.1.1 The idea of a tunnel linking the United Kingdom and France was not a new idea but in 1984, an Anglo-French consortium, Eurotunnel, received the concession to finance, build and operate the Channel Tunnel. 2.1.2 The Department of Transport’s “Kent Impact Study” in 1987 concluded that the capacity of the existing rail network between London and the Channel Tunnel would be sufficient to handle traffic until the end of the century. However, beyond this, a new high-speed line would be required which would be referred to as Channel Tunnel Rail Link (CTRL). 2.2 Choice of Route 2.2.1 In the late 1980s the route was originally proposed to enter London from the southeast, broadly following the M20/A20 corridor to Hither Green. From there a tunnel was planned to provide access to Waterloo with an additional terminus proposed in the King’s Cross Area. The so called Southern Approach was deemed the preferred route corridor by British Rail in 1989. 2.2.2 However, by 1991, Government opinion was that the Southern Approach would not realise the full potential of CTRL. The change in thinking was partly precipitated by an Ove Arup study into alternative routes. Arup’s solution published in March 1990 advocated an Eastern Approach into London and it was this route that was eventually accepted. 2.2.3 The primary reason for adopting the Eastern Approach was the expected regeneration benefits the scheme would deliver. There were three key regeneration areas highlighted: North Kent; Stratford; and railway lands around Kings Cross/St Pancras. 2.2.4 The 1991 Arup report proposed a domestic rail capability interspersed with the international trains. Originally it was planned to run services along the North London Line and into St. Pancras. However, this proved infeasible due to operational constraints, so it was deemed necessary to construct a new tunnel under East London. 2.2.5 The whole route was originally envisaged as being completed as a single project. However, when this approach ran into serious financial difficulty it was deemed necessary to split the projects into two sections (see Figure 2.1): Section 1 – from the Channel Tunnel to Fawkham Junction in Kent. On opening in September 2003 journey times were cut by 21 minutes, but Eurostar trains continued to run to Waterloo using existing suburban lines; and Section 2 – from Section 1 at Southfleet Junction to Central London travelling through the Ebbsfleet Valley, under the River Thames and through tunnels into St. Pancras via Part 1 – Results from Stage 1 Work 2.1 2 High Speed Rail in Kent Stratford. Section 2 opened on 17 November 2007 and cut journey times by a further 20 minutes. Since opening, Eurostar trains have terminated at St. Pancras rather than Waterloo. Figure 2.1 Chosen CTRL Route 2.3 Stations 2.3.1 The location of stations on the route has been driven by the requirements of international services and the need to encourage regeneration. Four stations are served by the CTRL: St Pancras (terminus); Stratford; Ebbsfleet; and Ashford. 2.3.2 Within Kent the two key stations on the CTRL are Ebbsfleet and Ashford. Ebbsfleet 2.3.3 There was a long standing desire for an international ‘parkway’ station in close proximity to the M25. Ebbsfleet, situated between Dartford and Gravesend, was announced as the recommended location for an intermediate station in 1994. 2.3.4 The importance of the area around Ebbsfleet grew in significance as the wider Thames Gateway was increasingly highlighted as a location for regeneration. The publication of Government regional planning guidance in 1995 (Thames Gateway Planning Framework Regional Planning Guidance RPG9a) lead to the Thames Gateway becoming a national focal point for growth. Kent Thameside, as the area from Dartford to Gravesend is known, was identified as a growth area of regional significance. 2.3.5 The original Kent Thameside Vision document ‘Looking to the Future’, published in Autumn 1995, set out a long term vision for the regeneration of the area. The sustainable mixed use Part 1 – Results from Stage 1 Work 2.2 2 High Speed Rail in Kent development was planned to integrate with existing communities. The strategy included plans for up to 30,000 new homes and the creation of 50,000 new jobs. An integral part of the strategy was achieving a significant shift from car use to public transport, with HS1 seen as critical in achieving this. Ashford 2.3.6 The initial route for Eurostar trains between London and the Continent exclusively used the existing rail network. A station was built at Ashford to serve the local areas which had been a growth area for many years and development was supported by local authority lobbying. There was also available land to expand the station and create parking facilities. 2.3.7 The new high speed services are likely to serve as a catalyst for further growth in the Ashford area. Mid-Kent Parkway 2.3.8 The feasibility of a ‘parkway’ station in Mid-Kent, between Maidstone and the Medway towns was examined during the initial route planning stage. However, strong local opposition on the grounds of the environmental impact and limited road access resulted in the proposal being rejected in 1992. The development of the Ebbsfleet alternative led to the abandonment of proposals for a Mid-Kent Parkway. 2.4 Service Specification 2.4.1 The Strategic Rail Authority (SRA) issued their Consultation Document on new passenger services using the CTRL in February 2003. The core option comprised: 4 peak trains London St Pancras – Gravesend; 2 peak trains London St Pancras – Canterbury West (via Ashford); 2 peak trains London St Pancras – Folkestone Central (via Ashford); and off peak frequency at broadly half the peak frequency. 2.4.2 Following stakeholder consultation including local councils, Kent County Council, Medway Council and South East Regional Assembly, it was decided to extend service provision to the Medway Towns, East Kent and Dover. The primary reasons were to serve development and regeneration proposals within the Medway Towns and to try to stimulate regeneration in Thanet, one of the most deprived areas of Kent. 2.5 Integrated Kent Franchise 2.5.1 Operation of the domestic services using are be delivered as part of the South-Eastern franchise to create a new Integrated Kent Franchise (IKF).
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