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HS2 and Intermodality for the UK: How Do We Better Link up the UK?

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HS2 and Intermodality for the UK: How Do We Better Link up the UK? The All Party Parliamentary Group for an Integrated Transport Strategy January 2014 HS2 and Intermodality for the UK: How do we better link up the UK? 1 Foreword by Co-Chairs of the APPG The All Party Parliamentary Group (APPG) on UK Integrated Transport Strategy was formed in late 2013 with the objective of encouraging the Government to adopt a long term, integrated approach to national transport policy, combining rail, air, road, both passenger and freight. The aim is to ensure that the UK’s national transport network provides the best return on investment and enables the country to maintain its international competitiveness. The Group was formed in response to increasing concern at the lack of joined up thinking in the UK’s transport strategy. This is highlighted most clearly in the disconnect between HS2 and airports policy, where Government deposited a Hybrid Bill for phase 1 of a new railway between London and the West Midlands just a few weeks before publication of the Government ‘s Airports Commission interim report on the UK’s future hub airport capacity. HS2 is also excluded from the draft National Networks Policy Statement, issued for consultation in December 2013. This contrasts with the integrated approach to the strategic planning of air and rail infrastructure in many other countries, and which has proved so successful in meeting a wide range of economic and environmental objectives. This paper, the first of what we envisage to be a number of studies, considers air/rail integration, and whether HS2 as currently designed represents international best practice. Transport is critical to the UK’s competitiveness and connectivity. We believe the scale and importance of the issues of high speed rail and hub airport capacity demands an integrated approach to policy-making instead of continuing to consider these issues in isolation. The UK increasingly lags behind our competitors in infrastructure development. Catching up is vital, but time and money means we have only one chance to get this right. Our one advantage in coming late to these fundamental decisions is the opportunity to learn from other countries experience, and the proven success of their integrated transport strategies. We hope this paper makes the case for adopting the same integrated approach here. Geoffrey Clifton Brown, MP for the Cotswolds Rob Flello, MP for Stoke-on-Trent South 2 Forewords The International Air Transport Association (IATA) An integrated transportation policy is fundamental to ensuring that both public and private transportation projects are functionally integrated. Integration ensures that all the capital invested in these varied projects is spent well and that each project benefits the others. The proposals put forward in the following paper take a significant step toward integrating several of the UK’s largest and most significant transportation projects. Such an integrated approach seems long overdue, particularly given the magnitude of many of the projects currently underway and also those in the planning stages. In my previous role with IATA as Assistant Director Projects working on behalf of the Heathrow airline community, I was asked to consider a number of proposals to integrate the UK rail network with Heathrow. IATA and the aviation community have always been very supportive of this approach. The proposal that follows provides a significant opportunity to at last bring together a number of elements of both the rail and aviation transportation networks in the UK. These opportunities need to be seized for the benefit of all. David Stewart is Head of Airport Development at the International Air Transport Association. Eurotunnel Properly integrated transport is a dream long harboured in the United Kingdom. History shows that each generation of new technology has been built separately to compete with existing routes and modes rather than to connect with them. Roads, canals, railways, airports, sea ports, telecoms and utilities are all infrastructures that have different fundamental requirements in order to survive and compete with each other. But in today’s market it is no longer simply a question of internal competition: city versus city, or region against region, we are evolving in an international market place where the ability to move people and goods over long distances and across borders is essential. Linked transport and the ability to move rapidly from one mode to another are the future. High Speed 2 gives us an opportunity to link the strength of the United Kingdom from all corners of the realm and to put it on an internationally competitive footing. When High Speed 1 was finally completed, 13 years after the construction of the Channel Tunnel, the true benefits of international rail became evident. More than 10 million high speed passengers per year now benefit from the connection between HS1 and the cross- Channel Fixed Link. Full connectivity between the UK and the continent, via road, rail, sea and air is vital for the UK to continue to grow and compete. It also seems essential that we adopt the proven European models of seamlessly integrating the UK’s planned high-speed rail network with major airports and HS1. Let’s learn from our history and build our integrated transport system for the future, not the past. Jacques Gounon is Chairman and Chief Executive of Eurotunnel The APPG would like to take this opportunity to thank both David and Jacques for their significant contributions to this report 3 Contents Executive Summary 5 Introduction 7 Objectives of Intermodality 8 Achieving Intermodality 14 Intermodality & the UK 21 HS2 & Intermodality Objectives 40 Conclusion 48 Appendix A 49 Appendix B 50 Appendix C 51 Appendix D 52 4 Executive summary The APPG is calling for: Decisions on Heathrow and HS2 to be made together in the national interest, rather than in isolation; A fully functional rail link between HS1 and HS2; A ‘fresh look’ at transport planning in the UK – based on integration, across all modes of transport. The UK has a unique opportunity to consider an integrated approach to its air and rail strategies. This is particularly important in view of the UK’s peripheral offshore location in Europe, and the country’s dependence on global access for its future competitiveness in an increasingly connected world. By coming relatively late to such decisions, the UK has the opportunity to learn from the success - and failure - of transport strategies elsewhere in Europe. These lessons are reflected in European legislation, which requires an intermodal approach to transport planning. UK Governments have however consistently failed to consider an integrated approach, or to draw on European experience. HS2 and the UK’s hub airport strategy are being developed in isolation, resulting in HS2, the UK’s biggest ever peacetime investment of public monies in a single project, bypassing, by just a few miles, Heathrow, the UK’s only hub and world’s busiest international airport, directly contributing around 1% of GDP. Despite capacity constraints, Heathrow retains the highest business connectivity score amongst major European hubs, and is at the end of seven of the top 10 business routes in the world. Some see the airport as being as important to the UK economy as the competitive advantage afforded by the English language, legal system and time zone. HS2 was designed on the specific assumption that Heathrow would not be expanded. As the Airports Commission have now concluded that only Heathrow or Gatwick are candidates for new runway capacity, there is a clear need to revisit the assumptions that were fundamental in HS2’s development. Importantly in these economically challenging times, HS2 Ltd’s own estimates confirm an alternative HS2 route via Heathrow would be less expensive. The only disbenefit of a route via Heathrow would be slightly longer journey times – by just three or four minutes. This seems insignificant, particularly as Government have now confirmed that HS2’s early focus on speed alone was wrong, and that connectivity is instead more important. An alternative route could also follow the principles established by the Channel Tunnel Rail Link, now HS1 - for example, adopting a design speed to allow the line to follow motorway corridors, tunneling through urban areas below existing railways and tunneling too through the narrowest part of Areas of Outstanding Natural Beauty (AONB). This would significantly reduce the environmental impacts that have contributed to such widespread opposition to HS2. European experience is clear. Major airports should be directly served by rail lines, carrying a mix of local, regional, long distance and high speed services via airport interchanges located on through lines, not branches or loops. This enables trains to carry both airport and non-airport passengers, allowing increased frequencies and a wider range of destinations at commercially sustainable loadings. Integrating air and rail in this way has numerous benefits including modal shift from road to rail, potential air/rail substitution of short haul flights to release scarce airport capacity, wider airport catchments and customer choice, easier regional access to global markets, and a transformation of inward investment perceptions of the attractiveness of regional economies. 5 In addition to Heathrow, the Airports Commission has shortlisted Gatwick for additional runway development. Although Gatwick, unlike Heathrow, is already located on a main line railway, its peripheral location, on the far side of London from the majority of the UK’s regions and principal markets, makes it more difficult to envisage the step change in surface access that would be essential to support a potential doubling of traffic. There is therefore a unique opportunity to develop an integrated approach to the UK’s air and rail strategies before the Airports Commission issues its final report in Summer 2015. Whilst the HS2 Hybrid Bill has now been placed before Parliament, it is not too late for Government to consider amending the scheme, as the Secretary of State has already indicated may be necessary, to provide proper intermodal integration and secure the UK’s future connectivity and competitiveness.
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