INTERCONNECT INTERCONNECTion Between Short- and Long-Distance Transport Networks

DELIVERABLE D4.1 FACTORS AFFECTING INTERCONNECTIVITY IN PASSENGER TRANSPORT

Due Date: 30 September 2010 Submitted: 13 October 2010 Main Author: Mcrit Dissemination: Public

Project co-funded by the European Commission within the Seventh Framework Programme, Theme 7 Transport Contract number 233846 Project Start Date: 1 June 2009, Project Duration: 24 months FACTORS AFFECTING INTERCONNECTIVITY

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Project Number: 019746 Project Acronym: INTERCONNECT Workpackage: WP4 In-Depth Analysis through Case Studies Version: V1.0 Document History: Version Issue Date Distribution V0.1 23 April 2010 Consortium V0.2 4 June 2010 Consortium V0.3 10 Sept 2010 Consortium V0.4 07 Oct 2010 Consortium V1.0 13 Oct 2010 Public

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Main Editor: Andreu Ulied, Oriol Biosca (Mcr)

Bryan Matthews, Jeremy Shires (ITS), Oliver Schnell, Benedikt Mandel (MKm), Christiane Bielefeldt, Gordon Wilmsmeier (TRI), Claudia de Partners Contributed: Stasio, Paola Raganato (TRT), Monika Bak, Przemyslaw Borkowski (UG), Søren Saugstrup (TET)

Made Available To: All INTERCONNECT Partners Ulied A, Bielefeldt C, Biosca O, Matthews B, Shires J, Schnell O, Mandel B, Wilmsmeier G, de Stasio C, Raganato P, Bak M, Borkowski This document should P, Saugstrup S, ―Factors Affecting interconnectivity in Passenger be referenced as: Transport‖, Deliverable D4.1 of INTERCONNECT, Co-funded by FP7. TRI, Edinburgh Napier University, Edinburgh, October 2010

This document was created as part of the INTERCONNECT project. All information is public and we encourage the use.

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TABLE OF CONTENTS

EXECUTIVE SUMMARY...... 1

1 INTRODUCTION ...... 5 1.1 INTERCONNECTIVITY AND CO-MODALITY IN EUROPEAN TRANSPORT NETWORKS ...... 5 1.1.1 The Complexity of Planning and Managing Interconnections in European Transport Networks ...... 5 1.1.2 The Geography of Interconnections in Europe...... 6 1.1.3 Technological and Organisational Innovation in European Transport Networks ...... 15 1.2 A CASE STUDY APPROACH ...... 16 1.3 CASE STUDY PORTRAITS ...... 20 1.4 FOLLOWING UP CASE STUDIES: WP4 INPUTS FOR WP5 ...... 23

2 FRANKFURT AIRPORT INTERCONNECTIONS ...... 26 2.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 26 2.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 26 2.2.1 Targets to be Achieved ...... 26 2.2.2 Background and Current Situation ...... 27 2.2.3 Geographic Coverage ...... 29 2.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 29 2.3.1 Modes and Infrastructure Involved ...... 29 2.3.2 Existing Institutional and Regulatory Barriers...... 30 2.3.3 Intermodal and Interconnection Opportunities ...... 30 2.4 SOLUTIONS ALREADY IN PLACE ...... 31 2.4.1 Overview ...... 31 2.4.2 The Long-distance Railway Station at Frankfurt Airport, its Links and Rail Services ...... 31 2.4.3 Rail&Fly: Integrated Ticketing and Pricing for Air/Rail Passengers ...... 39 2.4.4 The AirRail Concept of Lufthansa and Deutsche Bahn ...... 41 2.5 SUMMARY OF CONCLUSIONS ...... 46

3 CATALAN AIRPORT SYSTEM INTERCONNECTIONS: BARCELONA, GIRONA, REUS AND LLEIDA ...... 47 3.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 47 3.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 48 3.2.1 The Current Situation ...... 48 3.2.2 Airport Traffic: Recent Evolution and Forecast...... 50 3.2.3 Airport Capacity ...... 52 3.2.4 Geographic Coverage ...... 53 3.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 55 3.3.1 Modes and Infrastructure Involved ...... 55 3.3.2 Intermodal and Interconnection Opportunities ...... 57 3.3.3 Stakeholders Involved ...... 59 3.3.4 Current Cohesiveness of Multi-modal Networks ...... 60 3.4 SOLUTIONS ENVISAGED ...... 74 3.4.1 Overview ...... 74 3.4.2 HSR Direct Access to Barcelona and Lleida Airport Terminals ...... 75 3.4.3 Barcelona City - Airport Interconnection: People-Mover, Metro and Heavy Rail Link Compared ...... 80 3.4.4 HSR – Airport Interconnection in Girona and Reus: Tramway Links and Bus Shuttle Services Compared...... 86 3.5 SUMMARY OF CONCLUSIONS ...... 91

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4 MILANESE AIRPORT SYSTEM INTERCONNECTIONS: MALPENSA, LINATE AND ORIO AL SERIO ...... 93 4.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 93 4.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 93 4.2.1 Milanese Airports Development ...... 93 4.2.2 Geographic Coverage ...... 96 4.2.3 Airport Traffic ...... 97 4.2.4 Airport Regulation ...... 101 4.2.5 Alitalia’s Crises ...... 102 4.2.6 Traffic Forecasts ...... 103 4.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 103 4.3.1 Modes and Infrastructure Involved ...... 103 4.3.2 Intermodal and Interconnection Opportunities ...... 119 4.3.3 Stakeholders Involved ...... 120 4.3.4 Current Cohesiveness of Multi-modal Networks ...... 121 4.4 SOLUTIONS ALREADY IN PLACE ...... 122 4.5 SOLUTIONS ALREADY ENVISAGED ...... 122 4.5.1 New Rail Services from Malpensa to Milano Centrale ...... 123 4.5.2 New HSR Connections for Malpensa ...... 124 4.5.3 Novara – Malpensa Rail Section Upgrade ...... 126 4.5.4 Saronno – Seregno Rail Section Upgrade for Malpensa ...... 129 4.5.5 Heavy Rail Link for Malpensa: New Rail Connections with Simplon and Gottardo Lines ...... 131 4.5.6 Rho-Gallarate Rail Section Upgrading for Malpensa ...... 133 4.5.7 New Rail Connection Between Malpensa Terminal 1 and Terminal 2 ...... 135 4.5.8 New Rolling Stock for Malpensa Express Service ...... 136 4.5.9 Improving Road Network Accessibility for Malpensa ...... 138 4.5.10 New Metro Connection with Linate ...... 140 4.5.11 Maxi-Tunnel from A8 Motorway to Linate Airport ...... 143 4.5.12 Heavy Rail Link or Monorail / People Mover for Orio al Serio: New Connection with Bergamo ...... 145 4.6 PROBLEMS STILL TO BE SOLVED ...... 145 4.6.1 Lack of Integrated Ticketing ...... 145 4.6.2 Lack of Adequate Information to Users ...... 146 4.6.3 Lack of Check-in Facilities ...... 146 4.7 POTENTIAL SOLUTIONS ...... 146 4.8 SUMMARY OF CONCLUSIONS ...... 147

5 SCOTTISH AIRPORT SYSTEM INTERCONNECTIONS: EDINBURGH, GLASGOW AND PRESTWICK ...... 150 5.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 150 5.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 150 5.2.1 Scotland’s Population and Geography ...... 150 5.2.2 Scotland’s Transport System ...... 150 5.2.3 Glasgow, Edinburgh and Prestwick Airports ...... 154 5.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 154 5.3.1 Modes and Infrastructure Involved ...... 154 5.3.2 Current Multi-modal Options and Intermodal and Interconnection Opportunities ...... 155 5.3.3 Stakeholders Involved ...... 156 5.4 SOLUTIONS ALREADY IN PLACE ...... 158 5.4.1 Overview ...... 158 5.4.2 Regular Bus Services ...... 158 5.4.3 Express Bus Services ...... 162 5.4.4 Demand-Responsive Service...... 167 5.4.5 Heavy Rail Link ...... 168 5.4.6 Other Solutions in Place...... 171

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5.5 SOLUTIONS ALREADY ENVISAGED ...... 173 5.5.1 Overview ...... 173 5.5.2 Tram Link to Edinburgh Airport ...... 173 5.5.3 Heavy Rail Link to Edinburgh Airport ...... 179 5.5.4 Heavy Rail Link to Glasgow Airport ...... 182 5.6 PROBLEMS STILL TO BE SOLVED ...... 185 5.7 POTENTIAL SOLUTIONS ...... 187 5.8 SUMMARY OF CONCLUSIONS ...... 188

6 INTERCONNECTIVITY OF RAIL AT LEEDS RAILWAY STATION...... 190 6.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 190 6.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 190 6.2.1 Overview ...... 190 6.2.2 Train Services at Leeds Railway Station ...... 193 6.2.3 Stakeholders Involved ...... 194 6.2.4 Current Access Modes ...... 195 6.3 SOLUTIONS ALREADY IN PLACE ...... 197 6.3.1 Overview ...... 197 6.3.2 Refurbishment Programme ...... 197 6.3.3 New Bus Interchange ...... 199 6.3.4 Leeds Free City Bus ...... 200 6.4 SOLUTIONS ALREADY ENVISAGED ...... 200 6.4.1 Overview ...... 200 6.4.2 Station Travel Plan ...... 200 6.4.3 Leeds Rail Station – New Southern Entrance ...... 201 6.4.4 Yorcard ...... 201 6.4.5 Cyclepoint ...... 201 6.4.6 Trolley Bus City Centre Loop ...... 201 6.4.7 Leeds City Region TramTrain ...... 201 6.5 PROBLEMS STILL TO BE SOLVED ...... 202 6.6 POTENTIAL SOLUTIONS ...... 203 6.7 SUMMARY OF CONCLUSIONS ...... 204

7 MILAN RAILWAYS NODE ...... 206 7.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 206 7.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 206 7.2.1 Overview ...... 206 7.2.2 TEN-T and the High Speed Rail network ...... 207 7.2.3 Regional rail service ...... 209 7.2.4 Suburban Rail Service ...... 210 7.2.5 The underground network ...... 212 7.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 213 7.3.1 Modes and Infrastructure Involved ...... 213 7.3.2 Intermodal and Interconnection Opportunities ...... 215 7.3.3 Stakeholders Involved ...... 220 7.3.4 Current Cohesiveness of Multi-modal Networks ...... 221 7.4 SOLUTIONS ALREADY IN PLACE ...... 222 7.4.1 Overview ...... 222 7.5 SOLUTIONS ALREADY ENVISAGED ...... 223 7.5.1 Overview ...... 223 7.5.2 New Metro Lines ...... 223 7.5.3 Circle Rail Line ...... 225 7.6 PROBLEMS STILL TO BE SOLVED ...... 227 7.6.1 Existing Institutional and Regulatory Barriers...... 227 7.6.2 Lack of Adequate Information and Facilities to Users ...... 228 7.6.3 Lack of Intermodality Facilities at the Interchange Points ...... 228

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7.6.4 Gaps and Inconsistencies in the Strategic Planning Processes...... 228 7.6.5 Lack of Integrated Timetabling ...... 228 7.7 POTENTIAL SOLUTIONS ...... 228 7.8 SUMMARY OF CONCLUSIONS ...... 229

8 THE DUAL-MODE RAILWAY SYSTEM: THE KARLSRUHE MODEL ...... 232 8.1 THE (KEY) ISSUES ADDRESSED BY THIS CASE STUDY ...... 232 8.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 232 8.2.1 Background and Current Situation ...... 232 8.2.2 Geographic Coverage ...... 233 8.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 234 8.3.1 Modes and Infrastructure Involved ...... 234 8.3.2 Existing Institutional and Regulatory Barriers...... 235 8.3.3 Intermodal and Interconnection Opportunities ...... 235 8.4 CHARACTERISTICS OF THE SOLUTIONS ALREADY IN PLACE...... 237 8.4.1 The Connection Points ...... 237 8.4.2 The TramTrain Vehicles ...... 238 8.4.3 Improvement of Links ...... 239 8.4.4 Improvement of Stations and Interchanges...... 244 8.4.5 Improvement of Services ...... 245 8.4.6 Integrated Ticketing and Pricing ...... 248 8.4.7 Consistent Travel Information across Modes ...... 249 8.4.8 Legal and Organisational Arrangements ...... 250 8.4.9 Assessment Against Toolkit Criteria ...... 252 8.5 TRANSFERABILITY OF SOLUTIONS ...... 257 8.6 SUMMARY OF CONCLUSIONS ...... 258

9 TRAIN-TAXI AND FEEDER BUS SERVICES ...... 260 9.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 260 9.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 261 9.2.1 Overview ...... 261 9.2.2 Geographic Coverage ...... 262 9.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 262 9.3.1 Modes and Infrastructure Involved ...... 262 9.3.2 Intermodal and Interconnection Opportunities ...... 262 9.3.3 Stakeholders Involved ...... 262 9.3.4 Current Cohesiveness of Multi-modal Networks ...... 263 9.4 SOLUTIONS ALREADY IN PLACE ...... 265 9.4.1 Overview ...... 265 9.4.2 UK Train-Taxi ...... 265 9.4.3 Dutch Train-Taxi ...... 267 9.4.4 Plusbus ...... 268 9.4.5 Solutions for “the Last Few Miles” ...... 270 9.5 SOLUTIONS REPRESENTED BY TRAIN-TAXI AND PLUSBUS ...... 270 9.5.1 Intermodal Agreements ...... 270 9.5.2 Franchising/Tendering/Concessioning ...... 272 9.5.3 Simple Tariff ...... 273 9.5.4 An Integrated Ticketing Scheme for Public Transport & Rail ...... 275 9.5.5 Uniform Branding and Marketing across Operators ...... 276 9.5.6 Effective Marketing of Connecting Services – Pre-Trip ...... 277 9.6 PROBLEMS STILL TO BE SOLVED ...... 279 9.6.1 Timetabling & Links & Interchanges ...... 279 9.6.2 Ticketing...... 280 9.6.3 Information and Marketing ...... 280

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9.7 POTENTIAL SOLUTIONS ...... 280 9.7.1 Overview ...... 280 9.7.2 Link into General Bus Lines ...... 280 9.7.3 Effecting Marketing of Connecting Services – Pre-trip & Wayside ...... 282 9.8 SUMMARY OF CONCLUSIONS ...... 284

10 AMSTERDAM FERRY SERVICES ...... 286 10.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 286 10.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 286 10.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 287 10.3.1 Modes and Infrastructure Involved ...... 287 10.3.2 Intermodal and Interconnection Opportunities ...... 288 10.3.3 Current Integration of Public Transport Services ...... 291 10.3.4 Stakeholders Involved ...... 292 10.3.5 Current Cohesiveness of Multi-modal Networks ...... 293 10.3.6 Targets to be Achieved ...... 294 10.4 SOLUTIONS ALREADY IN PLACE ...... 294 10.4.1 Overview ...... 294 10.4.2 Integrated Ticketing ...... 295 10.4.3 Marketing of interconnection with other transport modes and private independent services ...... 300 10.5 SOLUTIONS ALREADY ENVISAGED ...... 302 10.6 PROBLEMS STILL TO BE SOLVED ...... 302 10.7 POTENTIAL SOLUTIONS ...... 302 10.7.1 Overview ...... 302 10.7.2 Integration of Fast Flying Ferry Services...... 302 10.8 SUMMARY OF CONCLUSIONS ...... 304

11 LISBON FERRY SERVICES ...... 306 11.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 306 11.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 306 11.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 308 11.3.1 Modes and Infrastructure Involved ...... 308 11.3.2 Current Multi-modal Options and Intermodal and Interconnection Opportunities ...... 314 11.3.3 Stakeholders Involved in the Portuguese Transport System ...... 314 11.3.4 Current Cohesiveness of Multi-modal Networks ...... 316 11.4 SOLUTIONS ALREADY IN PLACE ...... 316 11.4.1 Overview ...... 316 11.4.2 Intermodal Ferry Terminals – Improving Interchanges ...... 317 11.4.3 Integrated Ticketing ...... 319 11.4.4 Information and Marketing ...... 322 11.4.5 Other Solutions in Place...... 323 11.5 SOLUTIONS ALREADY ENVISAGED ...... 324 11.6 SUMMARY OF CONCLUSIONS ...... 324

12 HELSINGBORG FERRY TERMINAL ...... 326 12.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 326 12.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 326 12.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 329 12.3.1 Modes and Infrastructure Involved ...... 329 12.3.2 Stakeholders Involved ...... 330 12.3.3 Current Cohesiveness of Multi-modal Networks ...... 331 12.4 SOLUTIONS ALREADY IN PLACE ...... 331

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12.5 SOLUTIONS TO BE IMPLEMENTED ...... 332 12.5.1 Improvements to the Passenger Flow within Knutpunkten...... 332 12.5.2 Scandlines and HH-ferries Entering into a Voluntary Partnership ...... 335 12.6 SUMMARY OF CONCLUSIONS ...... 336

13 ROSTOCK FERRY TERMINAL ...... 337 13.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 337 13.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 337 13.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 340 13.3.1 Modes and Infrastructure Involved ...... 340 13.3.2 Stakeholders Involved ...... 341 13.3.3 Current Cohesiveness of Multi-modal Networks ...... 341 13.4 SOLUTIONS ALREADY ENVISAGED ...... 342 13.4.1 Shuttle Bus from the Port to the City Centre ...... 342 13.4.2 Overview of Current Interchange Options ...... 343 13.5 POTENTIAL SOLUTIONS ...... 345 13.6 SUMMARY OF CONCLUSIONS ...... 346

14 TRI-CITY GDANSK / SOPOT / GDYNIA ...... 347 14.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY ...... 347 14.2 GENERAL DESCRIPTION OF THE CASE STUDY ...... 348 14.3 SPECIFIC CHARACTERISTICS OF THE CASE STUDY ...... 349 14.3.1 Modes and Infrastructure Involved ...... 349 14.3.2 Intermodal and Interconnection Opportunities ...... 352 14.3.3 Stakeholders Involved ...... 354 14.3.4 Current Cohesiveness of Multi-modal Networks ...... 354 14.4 SOLUTIONS ALREADY IN PLACE ...... 356 14.4.1 Overview ...... 356 14.4.2 City Terminal of Gdansk Airport ...... 357 14.4.3 Water-Tram Connecting Tri-City and Hel Peninsula ...... 358 14.4.4 City Card in Gdansk...... 362 14.5 SOLUTIONS ALREADY ENVISAGED ...... 364 14.5.1 Overview ...... 364 14.5.2 Southern Rail Link to the Airport ...... 364 14.5.3 Second Stage of Tri-City Metropolitan Transport Network of Bay of Gdansk...... 367 14.5.4 New Passenger Terminal at Lech Walesa Airport ...... 369 14.5.5 Improved links to Westerplatte Ferry Terminal ...... 373 14.6 PROBLEMS STILL TO BE SOLVED ...... 376 14.6.1 The Existing Institutional and Regulatory Barriers ...... 376 14.6.2 The Gaps and Inconsistencies in Strategic Planning Processes ...... 377 14.6.3 Lack of Investment and Failure to Innovate ...... 379 14.6.4 Lack of Capacity or Infrastructure ...... 379 14.7 SUMMARY OF CONCLUSIONS ...... 385

15 OVERALL CONCLUSIONS CONCERNING FACTORS AFFECTING INTERCONNECTIVITY IN PASSENGER TRANSPORT ...... 387 15.1 LEARNED LESSONS FROM CASE STUDIES ...... 387 15.1.1 Rail Interconnections allow Frankfurt Airport to Become a Global Intermodal Hub ...... 387 15.1.2 Rail Interconnection Aims to promote Barcelona, Girona, Reus and Lleida as an Integrated Airport Network ...... 387 15.1.3 Effective Interconnections for Airport Access in Milan cannot Exist without Careful Planning of Infrastructures and Services...... 388 15.1.4 Integrated Rail Connections to Airports could Potentially Increase Public Transport Mode Share in Access to Scottish Airports ...... 389

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15.1.5 The Impacts of Interconnections may be Difficult to Assess at Leeds Railway Station . 390 15.1.6 The Milan Railways Node needs Improvements in Integration between Long Distance and Local Services ...... 391 15.1.7 The Dual-mode Railway System is an Efficient Solution for Interconnectivity in Medium- Sized Urban Areas: the Karlsruhe model ...... 391 15.1.8 Train-Taxi and Feeder Bus Services are a Solution for the Final Few Miles ...... 392 15.1.9 Integration of Ferry Services at Local and Intercontinental Level in Amsterdam...... 392 15.1.10 Cohesiveness of the Network Allows Ferry Services in Lisbon to Maintain Competitiveness even with New Bridge Connections Across the Tagus ...... 393 15.1.11 Integrating Two Former Train Stations and the Bus Terminal in the Helsingborg Ferry Terminal ...... 394 15.1.12 Rostock Ferry Terminal Interconnections Could Improve Non-motorised Passengers Accessibility ...... 395 15.1.13 Plans for New Interconnections in the Tri-City Region of Gdansk / Sopot / Gdynia ...... 395 15.2 CONCLUDING REMARKS ON INTERCONNECTIVITY ...... 396 15.2.1 On Infrastructure Planning: the Low Economic Profitability of Many Interconnections. . 396 15.2.2 On Service Management: Favouring Co-modality ...... 396 15.2.3 On Organisational Issues: Institutional Complexity and Conflicting Stakeholders Goals...... 397

REFERENCES ...... 398

APPENDIX 1 DATA FOR MALPENSA / LINATE / ORIO AL SERIO AIRPORTS...... 404 APPENDIX 2 AMSTERDAM FERRY SERVICES: TIMETABLES & INFORMATION ...... 408

LIST OF FIGURES

Figure 1-1 Multi-modality in long-distance travel around Europe (all NUTS3 to all NUTS3) ...... 7 Figure 1-2 Multi-modality in long-distance travel around Europe (number of trips) ...... 7 Figure 1-3 Multi-modality in long-distance travel around Europe (trips x km) ...... 8 Figure 1-4 Intensity of modal use in Europe ...... 9 Figure 1-5 Intermodality in Europe ...... 10 Figure 1-6 Most used airports in Europe in NUTS3 pair to pair trip itineraries by short-path optimising criteria ...... 11 Figure 1-7 Air interconnectivity ...... 12 Figure 1-8 Rail interconnectivity ...... 13 Figure 1-9 Interconnectivity (rail and air) ...... 14 Figure 1-10 Examples of various kinds of interconnection in Europe, related to different kinds of technology ...... 16 Figure 1-11 Geographic location of case studies in Europe ...... 18 Figure 1-12 Graph of transport networks in Europe (road, rail, air) ...... 24 Figure 1-13 Zoom of European transport graph in Barcelona, Madrid, Milan, Frankfurt and Scotland showing interconnection of networks (road, rail, air) ...... 25

Figure 2-1 Frankfurt airport, railway station for regional trains ...... 27 Figure 2-2 1980s Lufthansa Airport Express in the Rhine valley ...... 28 Figure 2-3 Catchment of Frankfurt airport ...... 29 Figure 2-4 Connections of Frankfurt airport to the rail network ...... 32 Figure 2-5 ICE network in Germany ...... 33 Figure 2-6 Long-distance station Frankfurt airport (platform area) ...... 34 Figure 2-7 Long-distance station Frankfurt airport with ‗The Squaire‘ on top ...... 34 Figure 2-8 Spatial distribution of air passengers using public transport as feeder mode ...... 36

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Figure 2-9 Road network around Frankfurt airport ...... 38 Figure 2-10 Rail&Fly scheme by American Airlines for passengers to/from Germany ...... 40 Figure 2-11 Screen shot of KLM website for booking Cologne – New York ...... 42 Figure 2-12 Screen shot of Lufthansa website for booking Cologne – New York with AirRail ...... 43 Figure 2-13 Transfer of checked baggage from train to plane at Frankfurt airport (until 2007)...... 44

Figure 3-1 Location of airports in study over the rail TEN-T ...... 49 Figure 3-2 Traffic evolution 2000-2009 at Catalan airports...... 51 Figure 3-3 Traffic forecasts for Catalan airports for 2020 in Mpax ...... 51 Figure 3-4 Monthly % of passengers related to global year traffic ...... 52 Figure 3-5 Traffic evolution in the Madrid-Barcelona route 1999-2010 ...... 52 Figure 3-6 Infrastructure capacity and 2009 traffic in Catalan airports ...... 53 Figure 3-7 Distance from Catalan population to airport facilities within the region ...... 53 Figure 3-8 Accessibility of population to a Catalan airports, in time units vs millions of people ...... 53 Figure 3-9 Accessibility to Catalan airports from the territory through road networks, in hours ...... 54 Figure 3-10 Origin / destination of trips in Catalan airports...... 55 Figure 3-11 Public Transport Service Plan 2008-2012 ...... 56 Figure 3-12 Airports in Catalonia with planned HSR network (grey) and conventional rail (dark green) ...... 57 Figure 3-13 Airports in Catalonia with planned highway and road networks ...... 58 Figure 3-14 Reus airport and new rail lines and station ...... 61 Figure 3-15 Girona airport and rail connections ...... 62 Figure 3-16 Lleida airport and rail connections ...... 62 Figure 3-17 Barcelona airport connection to rail line ...... 63 Figure 3-18 Modal split for departing/arriving passengers at Barcelona airport...... 64 Figure 3-19 Rail and underground networks planned ...... 65 Figure 3-20 Distribution access mode and passengers main origins: Girona ...... 67 Figure 3-21 Rail network currently planned in Girona ...... 68 Figure 3-22 Rail network planned in Camp de Tarragona (HSR in blue; conventional rail in red) ...... 70 Figure 3-23 In-depth study of solutions and characterisation through criteria of success...... 75 Figure 3-24 Modal split for departing/arriving passengers in Barcelona airport (AENA, 2006) and origin/destination of Barcelona airport users ...... 80 Figure 3-25 Foreseen airport rail access infrastructure scheme ...... 82 Figure 3-26 Approximate tram scheme in Girona (informative study due 2010). Tram extension from the airport to the HSR station would be 1.8km long ...... 87 Figure 3-27 Planned tram scheme in Reus-Tarragona Metropolitan Area. Tram extension from the trunk line to airport is 1km long ...... 87

Figure 4-1 Location of Malpensa, Linate and Orio al Serio airports ...... 93 Figure 4-2 Malpensa catchment area ...... 96 Figure 4-3 Linate catchment area ...... 96 Figure 4-4 Orio al Serio catchment area...... 97 Figure 4-5 Milanese airport system traffic: Passengers ...... 98 Figure 4-6 Linate airport traffic: Passengers ...... 99 Figure 4-7 Malpensa airport traffic : Passengers ...... 99 Figure 4-8 Orio al Serio airport traffic: Passengers ...... 100 Figure 4-9 Passengers on national flights at Linate and Malpensa ...... 101 Figure 4-10 Milanese airports traffic forecasts ...... 103 Figure 4-11 Linate road accessibility ...... 106 Figure 4-12 Access modes to Malpensa airport: 2009 ...... 110 Figure 4-13 Access modes to Linate airport: 2009 ...... 110 Figure 4-14 Access modes to Orio al Serio airport:2009 ...... 111 Figure 4-15 Share of park-and-fly, kiss-and-fly and hired car: 2009 ...... 111 Figure 4-16 Access modes to Linate airport segmented by origin zone:2009 ...... 112 Figure 4-17 Access modes to Malpensa airport segmented by origin zone: 2009 ...... 112 Figure 4-18 Egress modes from Malpensa airport: 2010...... 113 Figure 4-19 Egress modes from Linate airport: 2010 ...... 114

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Figure 4-20 Egress modes from Malpensa airport by destination zone: 2010 ...... 114 Figure 4-21 Egress modes from Linate airport by destination zone: 2010 ...... 115 Figure 4-22 Percentage of travellers that collected pre-journey information on egress mode from airport: 2010 ...... 115 Figure 4-23 Percentage of Italian and foreign passengers that collected pre-journey information: 2010 ...... 116 Figure 4-24 Percentage of usage of pre-journey information sources: 2010 ...... 116 Figure 4-25 Level of information available to landing passengers: 2010 ...... 117 Figure 4-26 Level of information available to Italian and foreign passengers: 2010 ...... 117 Figure 4-27 Passengers choice criteria for public transport at Linate airport: 2010 ...... 118 Figure 4-28 Passengers choice criteria for public transport at Malpensa airport: 2010 ...... 118 Figure 4-29 Map of Lombardy provinces ...... 120 Figure 4-30 New rail link connecting Milano Centrale, Porta Garibaldi and Bovisa stations ...... 123 Figure 4-31 Novara-Malpensa rail section upgrade ...... 127 Figure 4-32 Saronno-Seregno rail section upgrade ...... 129 Figure 4-33 New rail connections with Simplon and Gotthard lines ...... 131 Figure 4-34 Rho-Gallarate rail section upgrading ...... 133 Figure 4-35 New rail connection between Malpensa Terminal 1 and Terminal 2 ...... 135 Figure 4-36 Malpensa road accessibility improvements ...... 138 Figure 4-37 Pedemontana Lombarda motorway ...... 139 Figure 4-38 New M4 metro line to Linate...... 141 Figure 4-39 New M4 metro line stops and interchanges ...... 141 Figure 4-40 New Maxi-Tunnel from A8 motorway to Forlanini ...... 143 Figure 4-41 New rail connection between Bergamo and Orio al Serio ...... 145 Figure 4-42 Future rail connection with Malpensa airport ...... 148

Figure 5-1 Scottish rail network ...... 151 Figure 5-2 Scotland‘s central belt ...... 152 Figure 5-3 Scotland‘s airports ...... 153 Figure 5-4 Barra airport ...... 153 Figure 5-5 Artist impression of Gogar Interchange ...... 156 Figure 5-6 Paisley Gilmour Street station ...... 160 Figure 5-7 Bus service 66 - Paisley Gilmour Street to Glasgow airport ...... 161 Figure 5-8 Glasgow airport forecourt ...... 163 Figure 5-9 The Glasgow Flyer ...... 164 Figure 5-10 Interior of Footbridge between Prestwick Air Terminal and Rail Station ...... 165 Figure 5-11 Footbridge between Prestwick Terminal Building and Rail Station ...... 169 Figure 5-12 Tram route for phase 1a ...... 175 Figure 5-13 Airport accessibility for tram phase 1a ...... 177 Figure 5-14 Airport accessibility for tram phase 1a and 1b...... 177 Figure 5-15 Change in mode share with tram phase 1 for the 2031 AM Peak ...... 179 Figure 5-16 Track alignment for EARL ...... 180 Figure 5-17 Network connected to Edinburgh airport through EARL ...... 180 Figure 5-18 Location of the envisaged GARL airport station ...... 183 Figure 5-19 Walking distance between Glasgow Queen Street and Glasgow Central ...... 186

Figure 6-1 Relative comparison of modes ...... 195

Figure 7-1 Milan railways node ...... 207 Figure 7-2 TEN-T Priority Axis 1, 6 and 24 ...... 207 Figure 7-3 Railway line Milan – Treviglio – Brescia - Verona ...... 208 Figure 7-4 Railway line Verona – Padua ...... 208 Figure 7-5 Milan regional rail service ...... 210 Figure 7-6 The Milan suburban rail network ...... 211 Figure 7-7 The Milan underground network...... 212 Figure 7-8 Trains stopping daily at Milan stations ...... 214 Figure 7-9 Boarding and alighting daily passengers at RFI‘s stations ...... 215

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Figure 7-10 The future circle rail line of Milan ...... 225 Figure 7-11 Daily boarding and alighting passengers at the main RFI stations ...... 230

Figure 8-1 Area covered by the ―Karlsruhe Modell‖ ...... 233 Figure 8-2 Typical railway station before TramTrain inauguration ...... 234 Figure 8-3 DMUs used on heavy rail links before the implementation of the TramTrain system ...... 234 Figure 8-4 Loco hauled train of narrow gauge Albtalbahn until 1960 ...... 235 Figure 8-5 Tramway for the direct services of Albtalbahn to city centre Karlsruhe in 1961 ...... 236 Figure 8-6 Mono voltage TramTrain used on Albtal- and Hardtbahn since 1983 ...... 236 Figure 8-7 Karlsruhe tramway network with interchanges to heavy rail lines ...... 237 Figure 8-8 Ramp at Albtalbahnhof with interchange from 750 V DC to 15kV AC ...... 238 Figure 8-9 Electric components of TramTrain vehicles ...... 238 Figure 8-10 Block train with monitoring car for test runs...... 239 Figure 8-11 Interior of a TramTrain ...... 239 Figure 8-12 Third rail system for electrification in tunnels...... 240 Figure 8-13 Y-sleepers allowing a reduction of the clearance profile ...... 240 Figure 8-14 Development of stops on the Karlsruhe – Bretten line ...... 241 Figure 8-15 New stops for the TramTrains at Bretten...... 241 Figure 8-16 TramTrain on the extended line to the city centre of Bad Wildbad ...... 242 Figure 8-17 Current status of the TramTrain network ...... 244 Figure 8-18 Standard layout of platforms for TramTrains ...... 245 Figure 8-19 Standard layout for interchange points TramTrain <-> bus ...... 245 Figure 8-20 Timetable before inauguration of TramTrains on Heilbronn – Karlsruhe 1990 ...... 246 Figure 8-21 Weekday timetable on Heilbronn – Karlsruhe today (daytime extract) ...... 246 Figure 8-22 Weekend timetable on Heilbronn – Karlsruhe today (night time extract) ...... 247 Figure 8-23 Zoning system for integrated ticketing ...... 248 Figure 8-24 Ticket types and breakdown of usage ...... 249 Figure 8-25 Ownership structure of the TramTrain network ...... 250 Figure 8-26 Organisational scheme of regional transport association (KVV) ...... 251 Figure 8-27 Development of passenger figures on the Karlsruhe – Bretten line ...... 253 Figure 8-28 Change in mode transport by TramTrains ...... 254 Figure 8-29 Development of passenger figures for selected TramTrain lines ...... 255 Figure 8-30 Development of total public transport demand in the Karlsruhe area ...... 256 Figure 8-31 Deficit development of public transport in the Karlsruhe area ...... 256 Figure 8-32 TramTrain systems in Europe ...... 258

Figure 9-1 Plusbus network in Great Britain ...... 264 Figure 9-2 Enquiry for Leeds station from www.traintaxi.co.uk ...... 266

Figure 10-1 The fast flying ferry route in the Amsterdam network and interchanges ...... 288 Figure 10-2 The fast flying ferry key performance statistics ...... 288 Figure 10-3 Ferry services at the Centraal Station ...... 289 Figure 10-4 Ferry services from Ijmuiden (Amsterdam) ...... 290 Figure 10-5 Public transport service options at the Centraal Station ...... 291 Figure 10-6 The OV-Chip card ...... 295 Figure 10-7 The personal and anonymous OV-Chip card ...... 296 Figure 10-8 Map with terminal locations for FFF and international ferry terminal ...... 303

Figure 11-1 Overview of the Lisbon Transport Network and operators, 2010 ...... 308 Figure 11-2 Lisbon ferry network ...... 311 Figure 11-3 Ferry passenger development River Tagus, 1997, 2002 - 2008 ...... 312 Figure 11-4 Transported ferry passengers, millions, 2006-2008 ...... 313 Figure 11-5 Lisbon Cais de Sodro Duque da Terceira square ...... 317

Figure 12-1 Map of the Øresund region...... 326 Figure 12-2 The port, Knutpunkten and the current locations of the ferry berths...... 327

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Figure 12-3 Passenger flow at Knutpunkten Passengers per day, lines with no numbers indicates 100-500 passengers...... 328 Figure 12-4 Number of train passengers changing at Knutpunkten per work day ...... 329 Figure 12-5 Layout of the Knutpunkten terminal...... 330 Figure 12-6 The current platforms beneath Knutpunkten ...... 333 Figure 12-7 Visualisation of the new platforms and exits south of Knutpunkten ...... 333 Figure 12-8 The new central axis ...... 334 Figure 12-9 View of walkway at Knutpunkten...... 334 Figure 12-10 Improving the passenger flows to and from the ferry terminal ...... 335 Figure 12-11 Location of the new joint Scandlines/HH-ferries berth at the Knutpunkten...... 336

Figure 13-1 The ferry terminal, Seehafen Nord and the Hauptbahnhof ...... 338 Figure 13-2 Number of ferry passengers in thousands, 1994 - 2009 ...... 338 Figure 13-3 Development in passenger traffic for the destinations, 2000-2008 ...... 339 Figure 13-4 Port of Rostock: Modal split – Ferry passengers by mode of transport. Total and individual ferry links (truck and bus drivers not included) 2009 ...... 339 Figure 13-5 Development in number of passengers. Totals for the two lines Rostock-Gedser and Rostock-Trelleborg. Indexed, 2002 = 1 ...... 340 Figure 13-6 Port capacity ...... 341 Figure 13-7 Advertisement for the new port / central station shuttle bus ...... 343 Figure 13-8 Current interconnection options between the ferry terminal and the city/central train station ...... 344 Figure 13-9 New shuttle bus option between the ferry terminal and the City and Central train station ...... 345

Figure 14-1 Tri-City on the map ...... 349 Figure 14-2 Population living in the catchment area of Lech Walesa Gdansk airport ...... 351 Figure 14-3 Water-tram connecting Tri-City and Hel Peninsula ...... 359 Figure 14-4 Water-tram in the centre of Gdansk ...... 359 Figure 14-5 Timetables of water-tram services in Pomerania for 2010 ...... 360 Figure 14-6 Water-tram tickets for Hel-Gdansk link ...... 360 Figure 14-7 Tri-City metropolitan rail and major inhabited areas alongside...... 365 Figure 14-8 Planned Terminal 2 at Gdansk airport ...... 370 Figure 14-9 Construction works for Terminal 2 at Gdansk airport ...... 371 Figure 14-10 New apron design at Gdansk airport ...... 371 Figure 14-11 New taxiway planned at the Gdansk airport ...... 372 Figure 14-12 Location of the Westerplatte ferry terminal ...... 374 Figure 14-13 Land access of the Westerplatte ferry terminal to its hinterland ...... 375 Figure 14-14 The air transport and forecast in the Pomerania province for the years 2005 – 2025 . 381 Figure 14-15 Road investments in the Pomeranian province ...... 382 Figure 14-16 Scheme of the railway lines particularly important for Pomerania region ...... 383

LIST OF TABLES

Table 1-1 Selected case studies for the INTERCONNECT project ...... 17 Table 1-2 ―Criteria of success‖ to detect elements of good practice ...... 19

Table 2-1 Amount and mode choice of surface transport to Frankfurt airport (2005) ...... 31 Table 2-2 Reduction in travel-time achieved by new rail links ...... 35 Table 2-3 Passenger figures for selected years at Frankfurt airport ...... 38 Table 2-4 Passenger figures for selected years at Frankfurt airport ...... 45

Table 3-1 Passenger numbers at Barcelona, Girona, Reus and Lleida airports 2000-2009 and forecast to 2020 in Mpax ...... 50

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Table 3-2 Road distance between Catalan airports in km ...... 59 Table 3-3 Connections of Catalan airports to transport networks in July 2010...... 59 Table 3-4 Responsible administrations in infrastructure transport management, and manager companies in 2010...... 60 Table 3-5 Number of daily services, current average travel time, fares from Barcelona Sants to main destinations in HSR or long distance trains, except Girona ...... 66 Table 3-6 Access to Sants train station, number of daily services, current average travel time and fares (2010) ...... 66 Table 3-7 Access to Girona train station, current average travel time and rates (2010) ...... 68 Table 3-8 Long-distance trains: destination, number of daily services, travel time and fares from Girona ...... 69 Table 3-9 Regional trains: destination, number of daily services, travel time and fares of regional from Girona ...... 69 Table 3-10 Number of daily services and current average travel time of Girona airport – Barcelona bus ...... 70 Table 3-11 Access to HSR station, current average travel time and rates from Reus (2010)...... 71 Table 3-12 Destinations, daily services, travel time and fares of the HSR from Camp de Tarragona...... 71 Table 3-13 Destinations, daily services, travel time and fares of conventional trains from Tarragona Station ...... 72 Table 3-14 Access to Tarragona train Station, current average travel time and fares (2010)...... 72 Table 3-15 Destinations, daily services, travel time and fares of regional trains from Reus Station ... 72 Table 3-16 Access to Reus train station, current average travel time and fares (2010) ...... 73 Table 3-17 Number of daily services and current average travel time of buses from Reus airport (Ryanair bus, 2010) ...... 73 Table 3-18 Destination, daily services, travel time and fares of HSR from Lleida ...... 74 Table 3-19 Access to HSR Station, travel time and rates (2010) ...... 74 Table 3-20 Daily services and current average travel time ...... 74 Table 3-21 Public transport alternatives to Barcelona's airport ...... 81 Table 3-22 Implicated stakeholders in metro L9 line construction ...... 84 Table 3-23 Estimated costs for bus and tramway operation in Reus and Girona airports according to simplified service hypothesis (MCRIT estimations) ...... 88 Table 3-24 Estimated costs for bus and tramway service implementation in Reus and Girona airports according to standard parameters (MCRIT, 2010) ...... 89 Table 3-25 Expected travel cost to Girona and Reus airports from Barcelona ...... 90

Table 4-1 Main features of Malpensa airport ...... 94 Table 4-2 Main features of Linate airport ...... 94 Table 4-3 Main features of Orio al Serio airport ...... 95 Table 4-4 Milanese airport system traffic: Passengers ...... 98 Table 4-5 Passengers on national flights at Linate and Malpensa ...... 100 Table 4-6 Malpensa road accessibility from Lombardy provinces ...... 104 Table 4-7 Main features of Malpensa bus connections to Milan ...... 104 Table 4-8 Malpensa bus connections to other cities ...... 105 Table 4-9 Malpensa taxi connections fares ...... 105 Table 4-10 Milano Cadorna- Malpensa rail service main features ...... 106 Table 4-11 Linate road accessibility from Lombardy provinces ...... 107 Table 4-12 Linate bus connections to other cities ...... 108 Table 4-13 Orio al Serio road accessibility from Lombardy provinces ...... 108 Table 4-14 Orio al Serio parking rates by day ...... 109 Table 4-15 Orio al Serio bus connections...... 109 Table 4-16 Train connections to Malpensa from Lombardy provinces and other cities ...... 119 Table 4-17 ATB tickets for airport bus ...... 122 Table 4-18 Summary of solutions already in place ...... 122 Table 4-19 Travel time of future HSR connections to Malpensa ...... 125 Table 4-20 Turin – Milan travel costs comparison ...... 128 Table 4-21 Seregno – Malpensa travel costs comparison ...... 130

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Table 4-22 Summary of potential solutions ...... 147

Table 5-1 Night bus services for Prestwick airport ...... 165 Table 5-2 Time and value of time saved through EARL ...... 181 Table 5-3 Annual GARL patronage for 2009 and 2030 (‗000) ...... 184 Table 5-4 Travel from Edinburgh city centre to Glasgow airport ...... 186 Table 5-5 Normal travel from Edinburgh city centre to Prestwick airport ...... 187 Table 5-6 ―Direct‖ travel from Edinburgh city centre to Prestwick airport ...... 187

Table 6-1 Mode choice on the access journey to the home end station and the egress journey from the activity end station (%) ...... 192 Table 6-2 Access mode shares for stations participating in the Station Travel Plan Pilot Programme ...... 196 Table 6-3 Leeds station usage ...... 198 Table 6-4 Reported transport problems in Leeds ...... 202 Table 6-5 Access mode for long distance rail journeys in selected British regions ...... 203 Table 6-6 ‗Other' transport improvements ...... 204

Table 7-1 Milan rail stations ...... 209 Table 7-2 The suburban rail service of Milan ...... 211 Table 7-3 The underground network of Milan ...... 213 Table 7-4 Trains arriving at Milan stations daily ...... 213 Table 7-5 Interconnections between rail stations and metro lines ...... 216 Table 7-6 Interconnections between rail stations and local public transport lines ...... 216 Table 7-7 Interconnections between suburban rail stations and underground lines ...... 217 Table 7-8 Trip from Malpensa airport to Milano Centrale via Cadorna ...... 218 Table 7-9 Trip from Pavia province to Milano Centrale via Lambrate ...... 219 Table 7-10 Trip from Milano province to Milano Centrale station via P.ta Garibaldi ...... 219 Table 7-11 Park & Ride services at the rail stations ...... 220 Table 7-12 Solutions already in place ...... 222 Table 7-13 Interconnections between the new circle line and the underground and suburban lines ...... 226 Table 7-14 Milan Railways Node Potential solutions ...... 229

Table 8-1 Costs for TramTrain lines ...... 252

Table 9-1 Sample of Plusbus ticket prices...... 269

Table 10-1 Overview of responsibilities ...... 292

Table 11-1 Evolution of ferry demand, passengers and passenger km 2007, 2008 ...... 312 Table 11-2 Ticket structure - revenue and passenger share, 2007, 2008 ...... 313

Table 13-1 The five ferry lines departing from Rostock, and their frequencies and crossing times .. 340 Table 13-2 Current options for travelling between the city centre and the passenger terminal. Modes of transport and the associated travel times ...... 344

Table 14-1 Tri-City main stakeholder groups ...... 354 Table 14-2 Assessment of solutions against success criteria – existing solutions ...... 357 Table 14-3 Assessment of solutions against success criteria – envisaged solutions ...... 364 Table 14-4 Forecast for private vehicles index /1000 inhabitants ...... 380 Table 14-5 Traffic forecast for the most utilised rural national roads in Pomorskie voivodship...... 380

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