Principle 1 for Integrated Rail Plan Development
The Integrated Rail Plan should conform with any core specification for journey time/service frequency.
This principle matters because….
It is clearly important that any regional network meets the requirements of the regional communities that it is intended to serve. The best example of this is the specification for intercity journey times between Northern cities, that was drawn up in 2014 by the ‘One North’ group of northern city councils (comprising the City Councils of Liverpool, Manchester, Sheffield, Leeds and Newcastle).
This specification was later amplified by Transport for the North to cover Hull, and also to stipulate service frequencies between all of the principal cities in the Northern Powerhouse region.
Principle 2 for Integrated Rail Plan Development
The Integrated Rail Plan should achieve direct links between all principal regional cities, with direct links also from these cities to the principal airport of each region.
This principle matters because….
The best test of any intercity railway network is whether it is capable of providing direct (i.e. no change of trains) links between all of the principal cities that it is intended to serve. This ‘everywhere-
- Direct interlinking of all principal regional cities, with services operating at:
- High (hourly or better) frequency;
- High speed, generally matching that on offer on London-
bound service; - High quality, generally of ‘intercity’ standard.
This will have the effect of creating a more symmetrical network which remedies the heavy London-
The same principle of network development should also extend to the improvement of rail links to the principal airport of any region.
Principle 3 for Integrated Rail Plan Development
The Integrated Rail Plan should deliver maximised journey time reductions across the regional network.
This principle matters because….
The improvement of journey times is the fundamental rationale for any high speed rail development. Reduced journey times improve economic performance between communities, they improve access to employment opportunities and they increase the attractiveness of rail travel compared with the road alternative – thereby encouraging road-
Clearly, the greater the reduction in journey times, the greater the economic and environmental benefits. It is particularly important to maximise the reductions not only in their quantum but also in their geographical scope, so that the benefits can be spread as widely as possible.
It should particularly be noted that the greatest potential for journey time reductions is on the slow interregional routes where very often no direct links exist. Here, the greatest acceleration can be achieved.
Principle 4 for Integrated Rail Plan Development
The Integrated Rail Plan should achieve full integration between local, regional and national services at city centre stations, in all principal regional cities.
This principle matters because….
Integrated transport matters. There is clearly no point in developing new high speed rail projects linking regional cities if the improved high speed intercity services do not connect efficiently with local public transport. The only practical solution is for high speed and local services to connectg at enhanced city centre ‘hub’ stations.
Principle 5 for Integrated Rail Plan Development
The Integrated Rail Plan should deliver step-
This principle matters because….
HS2 has been sold on its promise of a ‘local capacity dividend’ – that the building of HS2 will enable much greater capacity for local services in all of the regional cities that HS2 will serve. Yet there are few if any signs that HS2 will significantly improve capacity and connectivity in the cities currently suffering the greatest congestion i.e. Birmingham, Manchester and Leeds.
Any Integrated Rail Plan must demonstrate how it will achieve the necessary step-
Principle 6 for Integrated Rail Plan Development
The Integrated Rail Plan should provide radically enhanced capacity for railfreight.
This principle matters because….
An efficient railfreight network linking a region’s industry to its communities and its ports is just as important as the creation of an upgraded passenger network. Any Integrated Rail Plan must address the needs of freight as well as passengers, if it is to achieve its economic and environmental goals.
This priority is reflected in Transport for the North’s commitment to create a ‘freight super-
Principle 7 for Integrated Rail Plan Development
The Integrated Rail Plan should optimise direct links and journey times to principal population centres across the national network
This principle matters because….
No region can exist in isolation. Just as the improvement of links between the cities of a region is vital, it is vital also to optimise intercity links between different regions. This demands a holistic and integrated process of railway network development from the very outset which considers and balances priorities for local, regional and national connectivity.
It is no good basing the Integrated Rail Plan upon a national high speed rail proposal such as HS2 which was developed with no thought for integration; this completely contradicts the holistic process that is necessary to achieve an optimised and fully integrated network that works locally, regionally and nationally.
