The Customers

Summary

The Economic Benefits and revenue streams for LARTs are numerous and require qualification with detailed study. 

Customers and stakeholders;
Local Government
Network Rail
Highways England
Heathrow
Southwest Trains
Elisabeth Line and Crossrail 2 
Commuters' groups
Airline passengers
Freight Forwarding Companies
Meeters & Greeters at airports
Airport personnel
Royal Mail
Business Parks
Developers and Planners 

A wide range of benefits are created for users, the wider community and the environment with the phased development of LARTs which eventually becomes an orbital light rail system around London.

Phased construction and operation fills an immediate demand for capacity and connectivity while satisfying future demand for outer London and the regional railways. 

Modelling has demonstrated that Fare-box revenue will cover operating costs, while debt repayment can be supplemented by various options ranging from availability payments by Government to levies from development that arises from the project. Each phase of LARTs adds scale and scope to a system that improves in viability with technologies that match demand for generations to come.

Connectivity and resilience are improved for many existing journeys:
  • railways - LARTs frees up capacity particularly by transferring passengers away from central London
  • airports - LARTs adds about 10% public transport to the surface access
  • motorways - LARTs increases capacity in terms of people and goods travelling along the corridor
  • people - LARTs offers greater connectivity, with fewer driving miles, shorter walking distances, greater predictability of journey and improved total journey times
  • socio-environmental - obligations of Highways England, Network Rail, Airports, Railway-Franchises, Airlines, County Councils, TfL, and DfT are combined by LARTs.

LARTs trains can operate with two-carriage or four-carriage train-sets running on a predominantly elevated guideway using existing transport corridors. 

A matrix of connections are established, including railway stations, bus networks, airport terminals, airport cargo depots, business parks and PARK n' LARTs to curtail car journeys.  

Demand responsive systems operate hourly or daily and can be adjusted rapidly with quick coupling and state-of-the-art signalling that applies appropriate frequency and capacity. The flexible operation of LARTs adapts to the needs of customers and stakeholders to provide transport solutions for now and the future.

Highways England -  benefits from a greater flow of people along the motorway corridors provided by LARTs. Mitigating traffic volumes and stand-still traffic along the M25 is achieved by reducing demand on junctions while enhancing public transport for journeys to railway stations, business parks, airports, and Home. Particularly for those in proximity to the M1, M4, M23, and M25.

Network Rail - adding modal shift to Heathrow's surface access is the aim in the immediate term with PARK n' LARTs for airport staff.  LARTs adds connectivity and frees up capacity for commuters on Southwest Trains and Great West trains around Heathrow. Long term viability is the aim of LARTs OrbitalRail by using the M25 corridor to link with all mainline stations on the radiating railways from London. The business model is complimentary in all respects to Network Rail while using tried and tested methods of delivery.  

Southern Light Rail for Heathrow - Staines station can link to Airport Terminals with a very frequent service and very short interchange times. Each-and-every train at Staines Station becomes a Heathrow train with 'luggage-and-wheelchair friendly' architecture and rolling stock that functions 24 hours-a-day. Total journey times are quicker than heavy rail proposals because the LARTs is best suited for turn-up-and-go passengers at many London stations who can't afford to miss their flight.

Environmental and economic benefits are greater for Boroughs near to Heathrow and Spelthorne in particular, when compared with heavy rail options. 

Journey times to Heathrow will match heavy rail proposals but with treble the frequency. Passengers arriving at Staines Station will walk immediately onto a waiting SLR train to Heathrow, achieved with automated timetabling. Total journey times are enhanced by frequency and short walking distances. Waterloo to Heathrow is achieved in 48 minutes wth a short interchange at Staines and a frequency of 4 to 6 per hour; what ever the South West timetable delivers and that includes off-peak trains though the night which can all link with Southern Light Rail.

Complimenting the Heathrow Southern Rail (HSR) proposal and Windsor Rail Link (WRL) proposal is achieved by adding links north of Heathrow.

The financial viability for SLR is achieved off the Government balance sheet, while adding to Treasury assets, associated with transport and development. 


Southwest Trains -  connectivity is added via the LARTs OrbitalRail strategy. The integration of Gatwick into the surface access strategy is one example how unrivalled connectivity is created, by combining a series of strategies. South West Mainline services to Waterloo are enhanced with greater viability added to services via Staines.  railway network 'inside the M25' is achieved by linking the South West network from Staines, Byfleet with other networks, airports, buses and business parks.

Brighton Mainline (BML) passengers will gain connectivity with LARTs OrbitalRail  to areas of mid Surrey Kent and eventually around to Hertfordshire and Essex. Merstham Station becomes the interface between the BML and LARTs OrbitalRail. Alternative journeys between Gatwick and London become possible various pinch points on the BML are congested. LARTs OrbitalRail serves Woking and Chertsey and areas missed by the Reading-Redhill-Gatwick services of the North Downs Link.

Crossrail at Heathrow benefits from the LARTs strategy to free up capacity on mainline railways. Heathrow's underground tunnel capacity is added to by the connectivity of LARTs that is mainly above ground. The Great West Mainline will deliver east-west links for Heathrow whilst LARTs delivers north-south connectivity that enhances Crossrail and the airport.

Crossrail 2    can be linked directly to LARTs at the proposed termini Surrey and Hertfordshire near the M25. This enables Crossrail 2 to serve more residential areas and to enhance pockets of commerce for an expanding London. 

Bus hubs around Surrey and Hertfordshire can be combined with PARK-n-LARTs to add trustworthy links to the suburban interchanges for Crossrail 2 with reduced reliance of cars.

LARTs orbital railway will compliment Crossrail 2, as well as other radiating railways. Curtailing and eliminating car journeys with PARK-n-LARTS will enhance door-to-door journeys and total journey time, to serve at least a quarter million new homes served by Crossrail 2. 

Railway Commuters  on airport railway routes will typically be more than 80% of the ridership. This applies to Crossrail and the Great West Mainline at Heathrow, the Brighton Mainline at Gatwick, and the Midlands Mainline at Luton.  

LARTs is a mass transit system that fits in with commuter requirements. It frees up up capacity on the mainline railways 'inside the M25' by enabling thousands of transfer passengers, each day, to avoid transferring between trains in central London.

Freeing up capacity on the Brighton Mainline and the Great West Mainline further adds benefit to the premium services of the Heathrow Express and Gatwick Express.

Brighton to Heathrow passengers on the Gatwick Express will gain a quicker journey, by alighting at Gatwick and using LARTs between Gatwick and Heathrow. That in turn frees up capacity for commuters.

Windsor passengers can choose either the Slough train to Heathrow or the Staines-LARTs connection, thereby providing capacity for commuters and a luggage friendly route via LARTs, for airline passengers.

Piccadilly Line commuters will see fewer airline passengers as a result of the more luggage friendly services provided by LARTs and the mainline trains serving Vauxhall, Clapham Junction and Waterloo.


HS2 passengers can viably link Gatwick and Heathrow to HS2, via LARTs. At present Gatwick passengers will have to access HS2 via Old Oak Common (OOC) and LARTs provides an alternative route. This may seem more circuitous but it will be more luggage friendly for airline passengers. 

Heathrow Hub for HS2, requires a shuttle between the rail hub near Iver and the Heathrow. If it came to fruition, LARTs can provide the correct technology with the necessary speed and automation that also enables off-airport check-in for Heathrow. Heathrow Hub railway terminus, would be a bonus for LARTs because LARTs could provide links between HS2 and Kent, Sussex, Surrey, Buckinghamshire and Hertfordshire to increase the catchment area for HS2 at costs that are a mere fraction of HS2.

The LARTs elevated guide-way has the flexibility to be constructed close-in to airport terminals and railway stations, which for HS2 passengers will accommodate their luggage requirements. 



Airports and Airport users -  surface access requires improvements around London, both now and in the future. Adding choices for the travelling public around the airports at Heathrow, Gatwick and Luton are all aims for LARTs. Regardless where the next runway for London will be located, the flexibility of LARTs to be adapted into new and existing plans will increase the uptake of public transport and reduce airport road-traffic by about 10% with commensurate reductions in air pollution.

Key features for LARTs are the driverless trains that offer flexible timetabling, 24/7 operation, links with exiting bus and road networks with the establishment of PARK-n-LARTs and links to railways. 



Air Cargo  can be carried by LARTs on dedicated cargo wagons and dedicated spurs into the cargo areas. This strategy accommodates air-cargo containers with the security and punctuality of driverless trains to move Packages, Royal Mail, and luggage.  

Air Cargo adds significant viability to the LARTs strategy. The relatively small volumes and high value are suitable for LARTs and its driverless cargo wagons.  

The spur lines that link the LARTs network to airport cargo areas also provides links for airport employees on all 'shifts' to further reduce road traffic congestion caused by air-cargo, in and around Heathrow.

Airport personnel can move quickly and reliably commute "to" or even "between" Gatwick, Heathrow and Luton. The reliability of LARTs increases the acceptance of public transport for getting to work which vitally reduces overall airport road congestion and exhaust emissions. LARTs accesses airport terminals and cargo areas to the benefit of;
  • airport retail personnel and administration staff
  • airline crews and ground staff
  • cargo area employees
  • Border Control and Transport Police who travel between the airports
  • CAA and Regulators who require reliable access to the airports during incidents 

Meeters & Greeters at airports  For people who either collect or drop-off family, friends, or colleagues, LARTs provides an incentive to curtail their car journey into the airport itself. 

PARK-n-LARTs provides cheaper, more reliable access to airports such as Luton, Heathrow or Gatwick and reduces the total walking distances between car and the airport check-in which results in a quicker arrival or a quicker get-away from the airport. 

Professional drivers, who meet or drop-off passengers canl benefit from the efficiency of  PARK-n-LARTs just outside the airport campus. Taxis and Limousines can wait more cheaply and permit quicker access for passengers in and out of the airport, especially during peak times.

The conventional kerb-side car services at the airports, is enhanced by the LARTs strategy because airport road-capacity can be tailored to needs of high-yield or high-security passengers will to pay for the privilege.

Maintaining Heathrow in close proximity to it's users requires management of the local air-pollution and LARTs adds tangible benefits that also improve the customer experience.


Diverted aircraft can swiftly discharge and transfer their passengers, luggage and crew, at the 'other airport' when considering Heathrow and Gatwick. 

Reduced aircraft flow due to fog or strong wind, or diversions due airport closure for either safety or security can cause knock effects that last for days. 

The LARTs strategy facilitates the movement of diverted passengers, baggage, and airline crew, to the 'other airport'. This applies particularly to Heathrow, Gatwick and Luton which can be linked directly with LARTs . Stansted can be included in the mix when LARTs at Waltham Cross is considered as a link with the Stansted trains.


Royal Mail  air-mail that travels in the baggage holds of passengers aircraft can be transported between the sorting centres at Heathrow, Langley and Gatwick with direct access. LARTs with its connections to airport baggage depots facilities this and removes the requirement for the steady flow of lorries and vans that presently link Royal Mail with the planes. 

This equally applies to mail sorting carried out Deutsche Post and Belgique Post at Heathrow.  

LARTs proposes a 4 mile spur to the (HWDC) Heathrow Worldwide Distribution Centre at Langley. This also enables a direct link between the Heathrow and Gatwick sorting centres, 24 hours a day.

The LARTs link to the HWDC at Langley can be further justified by inclusion of a co-located PARK-n-LARTs hub for the M4 and surrounding area. Parking would serve Heathrow, Gatwick, Luton, and railway stations in between.


Business Parks  near to the Motorways such as Brooklands, Kings Langley, Hemel Hempstead, Luton Parkway, Manor Royal Gatwick, Redhill Aerodrome, Waltham Cross, Brentwood, Lakeside and Blue Water offer a cross sample of the transportation benefits created by LARTs to move both goods and people reliably and quickly. 

LARTs will provide pollution free and reliable access to existing Business Parks as a model for future Parks which might consider in the brown 'belt' areas of the M1, M4, M3, M23 and M25. As London grows these Business Parks will become increasingly closer to residential areas but because of the motorway it will not be so close as to impinge on residential living. 

Multi-Modal hubs for buses cars and trains can typically be created from most of the Business Parks listed with increased connectivity extended to the surrounding areas.

County Councils - serving areas that railways can't reach, LARTs brings benefits to all the Counties that encircle London with short term and long term strategies. 

As London grows outward, the M25 corridor will become increasingly important to metropolitan development, and LARTs enables sustainable growth either by providing new links to areas of residence and commerce, or by improving connectivity to existing railway and bus networks.


Airlines at Heathrow, Gatwick and Luton increase their airborne connectivity with LARTs as an inter-airport connector. The increase in destination pairings is between 100% and 200 % depending on how airlines view the challenges for 'airline alliances' and freedom to choose with internet bookings. World-wide links for London will include the priorities of leisure and business travellers and the surface access provided by LARTs enhances the predictability and the flow of airport users with benefits for all.

Transfer times between Heathrow and Gatwick and Luton can be 31 and 45 minutes, respectively with 99% punctuality. And while the passenger numbers are not significant enough for a dedicated link, the LARTs link can increase modestly increase inter-airport demand by 500%  over present figures for the benefit of London's airline connectivity.

Airline Cargo carried by passenger airlines are maintaining Heathrow's hub status, even as the number of transfer passengers dwindles. Heathrow's status in the world, through the movement of air-cargo, requires efficient surface access for that cargo. The driverless cargo wagons provided by LARTs will enhance the punctuality and security of air-cargo at Heathrow.

Airside-to-airside luggage connections are possible with LARTs, because of the air-cargo facilities. This creates an opportunity for gate-to-gate passenger transfers under 2 hours, between Heathrow and Gatwick. This option with LARTs permits transfer passengers through to check-in their luggage at point of origin through to final destination. Security requirements, may limit the choices, but it does mean that transfer passengers transiting London have choices and that is good for business, for the airports and the airlines.

Light rapid transit has the ability to adopt technology based on real time information, which can strengthen airline Alliances as well as provide real time alternatives for the moment of both people and cargo. LARTs adds contingencies and resilience to air-cargo as well as people.





CONCLUSION: 

The free enterprise solutions provided by LARTs make travel more convenient and reliable, which in turn encourages the use of public transport in all modes. 

The revenue streams are numerous and take advantage to increasing integration of TfL with regional networks and buses. The complexity of integrating revenue for LARTs with other modes of travel, is as proven as the technology itself.

Transparency of the corporate and management structure is aided by the 'intelligent transport' technology.

The objective of Interlinking Transit Solutions Ltd. to demonstrate that this has all been done before, either in part or in whole, in other cities around the world and for the benefit of LARTs.



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