LONDON .SSEMBLY Valerie Shawcross CREAM, Chair of the Transport Committee

LondonAssembly CityHall Sir HowardDavies TheQueen’sWalk Chair,AirportsCommission ,SE12M c/o 6th Floor,Sanctuary Buildings 20 Great Smith Street London SW]P 3BT

29 August 2013

Dear Sir Howard

London Assembly Transport Committee submission on surface transport access at airports

Thank you for meeting us on 3 July 2013 to discuss airport capacity. Aswe discussed at the

meeting, I am writingto you, on behalf of the Transport Committee,with further informationabout improvingsurface transport access at airports to informthe work of the AirportsCommission.

This letter also responds to the AirportsCommission’srecently published summaryof proposals for makingbest use of existing airport capacity which invitedfurther viewson this issue by 27 September 2013. We note that your published summaryincludessome possible options for improvingsurface transport access and we refer to some of these, as wellas highlightingother possible options, in this letter.

Asyou willbe aware,we identified in our report, Airport capacity in London (May2013), that improvingsurface transport access could be keyto ensuring more effective use of existingairport capacity. We found that people need to be encouraged to switchfrom using Heathrowto using other airports and that if people found it easier to travel to and from central Londonto Gatwick, Stansted and Lutonairports, they might make more use of these airports. It isworth noting however that there are differingviewswithin the Committeeon whether this would be a short-term fixor a long-term alternative that would reduce the need for more airport capacity includinga new hub airport.

Inthe remainder of this letter, we comment on improvingsurface transport access, especiallyrail access, across all London’sairports. Wethen highlightspecific surface transport access issues at each airport and potential solutions. The appendix summarisesallthese possibleshort and long-term options for improvements.This letter is based on information receivedduring the course of our work on airport capacity.

Improvements to surface transport access at all London’s airports

Wewant to see the development of a national strategy to realise improvementsto surface transport access at all airports. Asyou mentioned at our meeting, this followsthe findings of the Eddington transport study of 2006 which recommended government transport policyprioritisesurface transport access at key international gateways that are showingsigns of increasingcongestion and unreliability. However,as London First and others have suggested recently, national transport policy has yet to address surface transport access effectively,especiallyrailaccess. Asour report shows, many people continue to travel by private car to airports. In 2010,31 per cent of passengers at Heathrowused privatecar and 26 per cent used taxis. There were similarlyhigh proportions of passengers using private car at Gatwick(42 per cent), (48 per cent) and Stansted (40 per cent). Bycontrast at LondonCityairport only 13 per cent of passengers travelled by private car and morethan half - 52 per cent - used the 01_B.1

Improvingsurface transport access at airports requiresjoint work by the Government airport operators, airlines,NetworkRailand transport providersincludingTfLand the train operating companies.They need to develop suitable schemes, prioritisefunding for them and then promote the publictransport options to airline passengers. To this end, we welcome NetworkRail’srecently published market study for London and South East, which prioritisesrailaccess at airports as part of its plans for railimprovements.We agree that this should be a priorityarea for future railinvestment. Wealso welcome easyiet suggesting airlinescould do moreto informtheir customers about rail travel. Forexample, airlinescould publiciseto their passengers that Luton can be just a 21 minute journey from St Pancrason the quickest trains and that it is possibleto travel by railfrom Gatwickall the waythrough London.

One relativelysimpleway inwhich transport operators could worktogether to improvesurface transport access isto extend to Gatwickand Stansted airports.At present passengers travellingto Gatwickusing Oyster cards have to alight at East Croydonstation to purchase a new ticket that willthen allowthem to continue their journey to the airport. ExtendingOysterto Gatwick would allowfor uninterrupted travel thus improvingthe connectivityof the airport. Similarly, allowingairlinepassengers to use Oystercards when travellingbetween Londonand Stansted will makefor easierjourneys and ensure the airport is integrated into the widertransport network.

Other proposals to improvesurface transport access across a number of airports include linking Gatwickto Heathrowvia a direct raillinkand HighSpeed 2 (H52). We receivedmixedviewson the potential to link Gatwickto Heathrowto create a dual-hub airport (‘’).Some people raised concernsthat the connection times for passengers transferring between the airports would be too long and it would be prohibitivelyexpensiveto create and operate. However,others suggested that these issues could be overcomeand that transfers could take just 15 minutes on a railservice running everyfive minutes on a line followingthe route of the M25. Manypeople have also emphasised the potential for H52 to help connect airports. They suggest it could reduce the number of short-haul flights at Heathrow by bringingBirminghamand airports much closerto London.

Improving surface transport access at Gatwick

Wehave heard that the GatwickExpressservice is poor in comparisonto other railservices.Gatwick AirportLtd highlightedto us a fall in customers’satisfaction with growingcomplaintsabout poor accessibilityand luggage capacity on the trains. In Passenger Focus’srailpassenger survey for 2012, only31 per cent of GatwickExpresspassengers said the service represented value for money.We have also heard of problemswith Southern’s services between Brightonand Victoriathat serve Gatwick. Network Railreported capacity constraints at peak hours on the Brightonmain line and GatwickAirport Ltdsuggested that as a result, Southern servicesare often very crowded when they reach the airport.

The newThameslinkfranchise offers scope for better servicesbetween Gatwickand London. Gatwick AirportLtdtold us that it wanted this franchise process to deliverinvestment in a premiumrail servicefor GatwickExpresswhich replaces the existing fleet of trains with rollingstock that meets airlinepassengers’ needs. London Firstsuggested the franchise process should result in a premium, dedicated, non-stop servicebetween Gatwickand Victoriawith, at the very least, four trains per hour and a 30 minutejourney time. Bycontrast, TfLsuggests a dedicated servicefor airlinepassengers at

1 LondonAssemblyTransport committee’s AviationCapacityin London report, May2013, p23 peak times is an inefficientuse of capacity but concurs with the need to improverollingstock on the GatwickExpressservice.

Wewelcomethe current work to upgrade Gatwickstation that should improveaccessibilityand navigabilityof the station for passengers. The upgrade includesconstruction of a new platform and renovation of the concourse area. An existingstairwaywillbe replaced with an escalator and a new liftwillbe installedto improvepassenger movements on platformsS and 6. The track and signalling is also due to be upgraded to improvethe performance and reliabilityof trains.

Inthe longer term, more investment is needed inthe Brightonmain line. Network Railtold us that significant additional capacity can only be created through an upgrade of the line. It is currently undertaking studies and modellingof howthis might be achieved with a viewto bidding for funding for implementation at the time of majorsignallingrenewalsin 2020.

Improving surface transport access at Stansted

We have heard of problemswith capacity, reliabilityandjourney times on railservices between Stansted and London. Network Railreported that the West Angliamain line is running at full capacity at peak times. Stansted Airport Ltdtold us that the reliabilityon the WestAngliamain line has become a significantconcern with 1 in 6 trains delayed by at least 10 minutes.The airport estimated that it could attract an additional 1.5 millionpassengers a year if railjourney times to were reduced from 45 minutes to 30 minutes.

The provisionof additionaltracks could help resolvethe issueson the West Angliamain line. London First has called for more early morning railservicesfor passengers using Stansted airport but Network Railreported that a current mixof slowand fast trains coupled with the singletrack leading into Stansted station made it difficultto realise improvementsat present. NetworkRailtold us the provisionof additional tracks - ‘fourtracking’- would enable the separation of fast and slow rail serviceson the lineto the benefit of both; fast servicescould be accelerated, slowservices increased in frequency. Inthe longer term, this proposal can be linkedto Crossrail2. Ifthe route selected for Crossrail2 ran via the LeaValley,it would require ‘fourtracking’ and thus result in additional rail capacityserving Stansted airport.

Improving surface transport access at Luton

NetworkRailtold us of future developments to improverailservices between London and Parkwaystation. Phase two of ,due for completion in 2018, willprovidenew rollingstock, 50 per cent longer trains and improvedconnections with more trains running from Lutonthrough central Londonto destinations south of the capital. NetworkRailalso advised of its plansfor electrificationof the Midlandmain line whichshould allowfor moderntrains to run at a higher frequency with reduced journey times.

Others have also calledfor an increase in railservice provisionbetween Londonand Luton as part of the newThameslinkfranchise. TfLhas reported that on Saturday nights there are no overnight servicesat LutonAirportParkwayso railtravel is not an option for airlinepassengers. It wants the newThameslinkfranchisee to provide more frequent servicesovernight on weekdays and weekends.

Improving surface transport access at Heathrow

There is an urgent need to address surface transport access at Heathrowto improvethe local environment,the resilienceof the airport, and the servicefor airlinepassengers. Road and rail congestion around the airport contributes to poor air quality;the area around Heathrow regularly breaches European Unionlimitsfor nitrogen dioxide. In the past the airsideroad at the airport have flooded inconveniencingthousands of airlinepassengers.

There are significantcapacity problemson the railroutes serving Heathrow. Recently published figures for railcrowdingin autumn 2012 showed First GreatWestern, the train operator of servicesto Heathrow, had the highest levelof passengers in excess of capacity of any train company in London and south-east . Inthis period the most crowded individualrailservicewas the 08:27 servicefrom Heathrowto Station.

In addition to capacity problems,customers frequently complainabout the high fares for the . The single 15 minutejourney between the airport and Paddington casts £20. To address this, the London Boroughof Hounslowtold us that Heathrow Expressshould be integrated withinTfL’sexistingfares structure. This could result in the £20 single fare reducing to £5.50 and ensure Heathrow Expressis a masstransit rather than premiumservice. In addition, the borough also suggested to us that there should be more frequent 24 hour bus servicesat Heathrow and the implementation of a charge for ‘Kissand Fly’(airlinepassengers being given liftsto the airport in private cars by friends/family). It suggests revenues from this charge could be hypothecated for further local publictransport improvements.

In its report, Plane Speaking (March2012) the Assembly’sEnvironmentCommitteeraised issues about NetworkRail’sproposalsto address the railcapacity problems at Heathrow. NetworkRailhas suggested enhancing the Crossrailservice at peak times from a four train per hour stopping service west of Paddington to a 10 train per hour stopping serviceand that this could in time replacethe existing Heathrow Expressservice. Heathrow AirportLtd has estimated that replacingthe non- stopping Heathrow Expressservicewould reduce the proportion of air passengers travellingby railto the airport by three per cent. In light of this, the EnvironmentCommitteecalled for an economic appraisalof NetworkRail’sproposal. It also recommended the development of a Heathrowforum so relevant stakeholders could worktogether to develop integrated railtransport solutions for the airport.

In the past, other options for improvingrail linksat Heathrow have been proposed includingthe ‘Airtrack’scheme to provide a raillinkto Waterloo. Network Railtold us that whilstthe original ‘Airtrack’proposal had now been dropped, a proposal for southern railaccess at Heathrow is still possible albeit problematicdue to capacity constraints on the route. The London Boroughof Hounslowargued that this plan for southern railaccess — a revised ‘Airtrack’proposal - did not have the problemsof its predecessor (for example level crossingdown times) and could dramatically improveaccess for a large number of London’sresidents, promoting modalshift from car to railwith an associated reduction in pollutionemissions.TfLsupports the revised‘Airtrack’proposal subject to it havinga positive business case, being operationally feasible and any dis-benefits to other users being acceptable.

Other options for improvedraillinksto Heathrow have been advanced by TfLand NetworkRail.TfL is lobbyingfor orbital servicesto be connected to the planned Old Oak Commoninterchange with H52 and Crossrailservices.There is also a proposal to extend Crossrailservicesto Staines via HeathrowAirportTerminal5. TfLreports any changes to Crossrailserviceswould need to be agreed with the airport operator because Crossrailis currently planned to serve Terminal4 rather than TerminalS. NetworkRailhas also suggested scope to create a western access railroute to Heathrow on the Great Western main linevia Reading and and the potential for a spur to Heathrow under phase two of HS2.In addition, the upgrade of the Piccadillyline isvitalto improvingpublic transport at Heathrow.

Wetrust this letter willinformthe AirportsCommission’sconsideration of surface transport access at airports. As our report made clear, improvingsurface transport access could be key to encouraging airlinepassengers to switchfrom using Heathrowto using other airports with ‘spare’ capacity. The Government airport operators, airlines,Network Railand transport operators should be working together to improvesurface transport access. They should be devisingand deliveringtransport schemes that result in quicker, more frequent and reliablejourneys between Gatwick,Stansted and Luton airports and central London.Airlinepassengers at all London’sairports includingHeathrow and LondonCityshould have access to high quality railservicesthat are affordable, accessibleand fullyintegrated withinthe wider transport network. Wewould likethe AirportsCommissionto address this issue in detail in its interim report and includespecific proposalsfor improvingsurface transport access at airports.

We lookforwardto the publication of the AirportsCommission’sinterim report in December.

Yourssincerely

Valerie Shawcross CBEAM Chairof the Transport Committee Appendix — a summary of options for improving surface transport access at London’s airports

For all airports

The development of a national strategy that sets out howthe Government airport operators, airlines,Network Railand transport providersincludingTfLand the train operating companies willworktogether to plan and deliverimprovementsto surface transport access at all airports. • ExtendOyster card to Gatwickand Stansted airports so they are integrated within London’s transport network. • Moreadvertising of railtransport linksto airline passengers by airlinesand airport operators. • Highspeed raillinkbetween Heathrowto Gatwickto create ‘Heathwick’. • H52to make it easier to travel to and from Londonto other regional airports.

For Gatwick

• The new Thameslinkfranchise to deliver improvedGatwickExpressservicewith a new fleet of trains and possiblymore frequent quickerservices. • The upgrade of Gatwickstation includingconstruction of a new platform, renovation of the concourse area and installationof escalator and a new lift. • Inthe longer term, an upgrade of the main lineto deliver more capacity.

For Stansted

• The provisionof additional tracks - ‘fourtracking’- on the West Angliamain line to separate slowand fast servicesto Stansted. • Crossrail2.

For Luton

• Phase two of Thameslinkto provide new rollingstock, 50 per cent lonqertrains and improved connections to destinations south of London, • The new Thameslinkfranchise to provide more frequent services overnight and on weekdays. • Electrificationof the Midlandmain line to allowfor morefrequent quickerjourneys.

For Heathrow

• Integration of Heathrow Expresswithin TfL’sfares structure. • Introduction of more frequent 24 hour bus services. • Chargefor ‘Kissand Fly’with revenues hypothecated for further publictransport improvements. • Economicappraisalof ’sproposal to enhance Crossrailserviceat peak time which could in time replace the existing Heathrow Expressservice. • An‘Airtrack’scheme to providefor southern railaccess to the airport. • Orbitalrailservicesconnected at Old Oak Commoninterchange with H52and Crossrailservices. • Extensionof Crossrailservicesto Staines via HeathrowAirportTerminal5. • The creation of western railaccess on the via Readingand Slough. • Potential spur under Phase 2 of H52. Upgradingof the Piccadillylineto delivermore capacity.