1 Masterplan 2040 - 2016 Contents

Foreword 2 Executive Summary 4 1. Introduction 8 2. The social and economic benefits of aviation 14 3. Policy and regulation 28 4. Airport changes from 2011 - 2016 40 5. Surface access and parking 44

6. The local environment 64

7. Future land uses 76 8. Maps 90

2 1 Foreword

Growth. So yes, growth is good.

It seems to be a word that we at Edinburgh But we also firmly believe that our Airport have had to deal with for a number growth is something that must be linked of years now. to, supported by and supportive of Edinburgh’s future development. We’ve grown by one million passengers each year since 2012. We’ve grown our That’s why this masterplan document is so route network, serving more destinations important. It sets out how we think we’ll and working with more airlines than ever. grow in the decades to come and we’re asking some questions around that. Your We believe that this growth is good for views are important in making sure that . An independent study that our thinking is correct and that it fits with was carried out earlier this year gives wider plans. evidence to that – the activity at the airport generates almost £1 billion per year for the It’s important to stress that our masterplan Scottish economy while supporting over is focused on our growth on the ground. 23, 000 jobs. It is not concerned with air space change. We’ll be consulting again on that early in We also believe that growth will continue the 2017. at Edinburgh Airport. Thank you for your interest in our airport. Fundamentally we’re an importer of people. I look forward to reading your views on So we concentrate not just on the 5 million how we continue to manage its growth for Scots that we serve but on the 7 billion the benefit of all. people across the globe that wish to enjoy what our great country has to offer.

Scotland is a great product. Our growth is driven by that product. Edinburgh is Scotland’s attack brand, it leads the rest of the country and will continue to do so, whether in terms of tourism or business. Scotland itself has a great global draw.

Edinburgh Airport is an enabler – a conduit Gordon Dewar for prosperity for all. Chief Executive Foreword 2 3 Executive Summary

This Edinburgh Airport Masterplan sets out Constant growth in passenger numbers the development strategy for the realistic presents Edinburgh Airport with and responsible growth of Edinburgh opportunities and challenges. We need Airport. Based on forecast growth and to ensure that growth can be managed resultant expenditure we propose terminal efficiently, whilst continuing to improve and airfield expansion and expansion of service levels. The Airport operates without supporting ancillary facilities up to 2025 any public subsidy so there is a need to and 2040. We have also produced a more ensure that the business is sustainable. speculative plan of development up to 2050. The current economic benefit of having an The key objectives of this Masterplan airport in Edinburgh currently amounts to are to: £955.4 million Gross Value Added (GVA)/ year to the Scottish economy of which » set out a sound development scenario £507.1 million/year is retained within the which will provide clarity and certainty City of Edinburgh. The analysis also found for local communities, passengers, that this level of activity currently supports the local authority and neighbouring almost 23,340 Scottish jobs, including landowners, amongst others; around 12,330 jobs in the City of Edinburgh.

» highlight the prospects for air traffic Edinburgh Airport was sold by BAA to growth, and associated developments. Global Infrastructure Partners (GIP) in 2012. The change of ownership kick started a » quantify Edinburgh Airport’s impact period of growth and development for the upon the environment and how this can airport, seeing approximately one million be enhanced in the future. passengers added per year and growing to a projected 12 million passengers in 2016. » identify future land uses in order The airport, designed in the 1970s to handle to allow the airport to expand to handle one million passengers a year, has needed the forecast growth in passenger to change to accommodate growth and numbers. ensure that passenger experience levels are maintained. GIP committed to an investment set out the approximate timescales » programme of £150 million to ensure that for the phasing of additional capacity the airport was able to grow effectively. requirements. This programme has seen improvements to Over the last 10 years, the number of many parts of the campus, most notably a passengers traveling through Edinburgh terminal extension containing a new security Airport has increased significantly. This hall and upgraded retail facilities; a new has grown more in the past three years arrivals hall; and a complete upgrade of the than the previous 10 years. It is anticipated main check in hall. that between 2015 and 2020 passenger numbers will increase to 13.1 million in 2020. Executive Summary 4 5 Executive Summary

Edinburgh Airport is on track to reach the The Masterplan therefore proposes the target it set to increase the percentage following: Improved access of passengers using public transport to 35% by 2017. Continued mode shift from » An enlarged terminal building to through provision of car towards public transport has been create space for more passengers and achieved through a proactive approach facilities, particular to serve additional and working in partnership with Councils, international services a new road linking to Scottish Government, SEStran and transport operators. The arrival of Tram during 2014 » An enlarged area for the parking of the Roundabout. has provided an alternative mode of travel aircraft to / from the city centre and the opening of Edinburgh Gateway rail station provides » An enlarged cargo storage area a nearby connection for local and national heavy rail services. » Improved access through provision of a new road linking to the Gogar Edinburgh Airport is committed to growing Roundabout sustainably and doing all that it can to protect the environment. A number of » In order to achieve all of the above, the initiatives have been undertaken, and removal of the current second , efforts will continue in the future to ensure the configuration and size of which are that environmental issues are at the not suitable for frequent use. forefront of decision making.

» The continued safeguarding of land for So that the airport can effectively and a new second runway. This safeguarding sustainably serve the people of Scotland is a long-term precaution only, as we and those that wish to come to Scotland, believe that the future growth of the to visit and to do business, we believe that airport can be sustained by the current growth of the Airport is required, albeit main runway only. within its current boundaries and in a sustainable manner.

6 7 Introduction

Background to the Masterplan 1.5 This new Masterplan is a key tool in taking forward the strategic policy 1.1 The UK Government’s 2003 White framework for Edinburgh Airport. Further Paper “The Future of Air Transport” sets supplementary documents will provide out the long term framework for the greater detail on how we will address development of UK airports over a 30 year targets or prepare specific strategies. period. The White Paper requires all UK Development proposals will need to be airports to produce new or revised airport considered through the statutory planning masterplans to reflect the contents of the system. White Paper and explain how they propose to take forward development of airport 1.6 The relevant national and local facilities. UK Government policy on aviation planning and transport bodies have continues to be based on the White Paper. taken into account the White Paper and 2011 Masterplan content when preparing 1.2 The Department of Transport guidance, strategies and policies. It is issued guidance on the “Preparation of therefore advised that these are referred Airport Masterplans” in 2004, which to when reading this document. Planning requires masterplans to be prepared and policies protect land required for future reviewed on a five-yearly basis. The current airport expansion. Edinburgh Airport Masterplan was approved in 2011 and will be replaced by this Historical development emerging masterplan. of Edinburgh Airport

1.3 The 2011 Edinburgh Airport 1.7 Edinburgh Airport, as it stands today, Masterplan is referred to in the Edinburgh covers 367 hectares and its current layout Local Development Plan. Policy EMP 4 of and land use are shown are shown on Map the Local Plan, supports the development 1 in Chapter 8. It is bounded to the north by of the Airport consistent with an agreed the River Almond, to the south by The Royal masterplan. Highland Showground, and to the east by the Edinburgh to Fife rail line. 1.4 The Edinburgh Airport Masterplan (2011) reflected the principles of The White 1.8 The existing terminal building and Paper and presented; main runway were developed in 1977 replacing the facilities which » forecasts for passenger demand; had been in place since before the Second Introduction World War. The facilities at Turnhouse now » expansion requirements up to 2013; house our expanding cargo operation, which » surface transport improvements to is Scotland’s small parcels hub and a key access the airport up to 2013; and facility supporting Scottish businesses and the economy. » a less detailed overview of future development from 2013-2030. 1. 8 9 Introduction

1.9 The core developed area is around 1.13 The busiest times at Edinburgh 1.16 That growth is reflective of Scotland 1.20 The key objectives of this Masterplan the terminal building. Other developed areas Airport are at the beginning and end of and Edinburgh’s economic performance are as follows: comprise the business aviation terminal and each day. The peak departing period at the and their attractiveness as a destination for maintenance area adjacent to the Gogar beginning of each day, and the peak arriving visitors. It is because of this attractiveness » To set out a sound development scenario Burn and the western ancillary area at period at the end of the day, reflect the and Scotland’s global reputation that we which will provide clarity and certainty Almond Road. fact that Edinburgh is an overnight base believe that this growth will continue. The for local communities, passengers, for a large number of aircraft. Other busy growth, in the main, is driven by visitors the local authority and neighbouring 1.10 The airport grew from less than periods during the day reflect the in-bound to Scotland. The appetite for people from landowners, amongst others; 1 million passengers per annum in 1977 and out-bound patterns created by a busy across the globe to visit Scotland remains to 1,850,000 passengers per annum short-haul, domestic route network. There undiminished. This growth, assisted by » To highlight the prospects for air traffic at privatisation in 1987. Since then, by remains considerable scope for growth progressive Scottish Government policies growth, and associated developments. intensively developing the land within in demand around the middle of the day. including the halving of Air Passenger Long-haul routes, increased frequencies Duty, will mean that Edinburgh Airport will our boundaries to provide all the facilities » To quantify Edinburgh Airport’s impact and internationally-based aircraft operators required to support growth, today’s airport continue to be one of the main drivers of upon the environment and how this can can naturally fit into these relatively quiet now handles around 12 million passengers the Scottish economy. be enhanced in the future. per annum. periods. 1.17 Constant growth in passenger » To identify future land uses in order to Since the publication of the current Changing role and character 1.14 numbers presents Edinburgh Airport with allow the airport to expand to handle 2011 Masterplan significant investment has of Edinburgh Airport opportunities and challenges. We need the forecast growth in passenger been made in providing additional facilities to ensure that growth can be managed numbers. 1.11 Over the last 10 years, the number to accommodate passenger growth. These efficiently, whilst continuing to improve are highlighted in Chapter 4. service levels. The Airport operates without of passengers traveling through Edinburgh » To set out the approximate timescales any public subsidy so there is a need to Airport has increased significantly. This for the phasing of additional capacity Recent years have seen Edinburgh ensure that the business is sustainable. has grown more in the past 3 years than 1.15 requirements. the previous 10 years. It is anticipated Airport change immeasurably, based on that between 2015 and 2020 passenger passenger demand, advances in technology, 1.18 We are currently reviewing numbers will increase to 13.1 million in security and safety. The international route airspace management and a separate 2020. network has grown and Edinburgh Airport public consultation is being undertaken offers more choice than any other airport for that review. 1.12 Passenger demand is greater in in Scotland. Daily direct flights to the Middle the summer months as leisure demand East, North America and many cities across Objectives of the Masterplan increases, primarily due to the school Europe, including London, which is served breaks in July/August. This is more than by more than 50 flights a day. The benefits 1.19 The Masterplan sets out the enough to offset any reduction in business of this network to Scotland’s position development strategy for the realistic demand. Weekdays are busier on average in world markets and therefore to our and responsible growth of Edinburgh in the peak month than weekends. This is economy are substantial. The contribution Airport. Based on forecast growth and due to the combination of business and to the Scottish economy of the activity resultant expenditure we propose terminal leisure demand during the week, and much generated by the airport is worth almost £1 and airfield expansion and expansion of reduced business traffic at weekends. billion every year and provides 23,000 jobs supporting ancillary facilities up to 2025 across the country. and 2040. We have also produced a more speculative plan of development up to 2050.

10 11 Edinburgh Airport Current1 Destinations

Faroe Islands Reykjavik

Sumburgh

Kirkwall

Stornoway Wick

Helsinki Oslo Stockholm Tallinn EDI Oslo Rygge

Gothenburg Belfast City Knock Liverpool Manchester Kaunas East Midlands Shannon Norwich Hamburg Gdansk† Bremen Cardiff Luton Stansted Poznan Cork Berlin Heathrow London City Düsseldorf Weeze Bristol Gatwick Düsseldorf Newquay Southampton Cologne Exeter Krakow Brussels Charleroi Frankfurt Hahn Prague Jersey CDG Stuttgart Munich Vienna Salzburg Bratislava Paris Orly Basel Innsbruck Budapest Toronto Poiters Zurich Geneva Chicago Milan Venice Lyon New York (Newark – Year round) Bordeaux Grenoble Chambéry Verona (JFK – Year round) Turin Pula Bergerac Bologna Marseille Nice Split Santander Pisa Dubrovnik Béziers Bourgas Rome Fiumicino Rome Ciampino Reus Barcelona Istanbul Naples Madrid Menorca Orlando Ibiza Palma Mallorca Corfu Lisbon Alicante Kefalonia Bodrum Zakynthos Athens Cancún Malaga Antalya Faro Rhodes Dalaman Malta Heraklion Paphos Larnaca

Funchal

Lanzarote KEY Tenerife Fuerteventura Year round Gran Canaria Summer only Winter only Doha New for 2016 Abu Dhabi

Key hubs

12 13

Map is not to scale.

Airline Contact Details

Aer Lingus Edelweiss KLM 0871 718 5000 www.aerlingus.com +41 848 333 593 www.flyedelweiss.com 0207 660 0293 www.klm.com 0352 2700 2728 www.transvia.com 0207 660 0337 www.airfrance.co.uk 0330 365 1918 www.eurowings.com 0871 700 2000 www.loganair.co.uk 0850 333 0849 www.thy.com Rouge Etihad 0871 220 1111 www.aircanada.com 0208 735 6710 www.etihad.com 0871 945 9747 www.lufthansa.com 0845 844 4777 www.united.com Nordic Aviation Group 08444997300 www.americanairlines.co.uk 0208 001 0101 www.finnair.com +372 664 2200 www.nagroup.ee/ne 0203 514 3971 www.vueling.com First Choice Norwegian Airlines WOW Air +298 34 10 00 www.atlantic.fo 0871 200 7799 www.firstchoice.co.uk 0208 099 7254 www.norwegian.com 0118 321 8384 http://wowair.co.uk Balkan Holidays 0845 130 1114 www.balkanholidays.co.uk 0871 700 2000 www.flybe.com 0333 320 2454 www.qatarairways.com 0844 493 0787 www.ba.com 0034 91 389 43 75 www.iberiaexpress.com 0871 246 0000 www.ryanair.com Inghams SAS 0905 609 5609 www.brusselsairlines.com 0208 780 6680 www.inghams.co.uk 0906 294 2772 www.flysas.com Delta Jet2 Holidays Thomson Holidays 0207 660 0767 www.Delta.com 0800 408 5599 www.jet2holidays.com 0871 231 4691 www.thomson.co.uk easyJet Jet2.com Transun 0330 365 5000 www.easyjet.com 0871 226 1737 www.jet2.com 0186 526 5200 www.transun.co.uk The social and economic benefits of aviation

2.1 The responsible growth of air can help disperse the economic and social benefits which air travel generates across the country and society. “The Future of Air Transport”

White Paper states that in the Central Belt: “air travel plays an important part in improving the economic competitiveness of Scottish businesses and attracting inward investment, as well as serving the main population centres”.

2.2 The economic importance of Edinburgh and , are critical to the health and competitiveness of the national economy and it is important that their contribution is reflected in their ability to grow sustainably. The Scottish Government and City of Edinburgh Council have prioritised West Edinburgh, which includes Edinburgh Airport, as a strategically important location in planning and economic terms, regionally and nationally. Edinburgh Airport is clearly well placed to support and serve the high value-added economic activities arising from Edinburgh’s position as Scotland’s capital city and one of Europe’s leading financial and business services centres.

2.3 In March 2016, Biggar Economics completed an economic impact analysis of Edinburgh Airport. The study considered The social The social the economic benefits of the airport to Edinburgh and the Scottish economies, the analysis also considered how these benefits could increase by 2020 under various growth scenarios. 2. aviation and economic benefits of 14 15 The social and economic benefits of aviation

Current economic impact

2.4 The key finding of the analysis is that 2.6 The economic benefits associated the economic benefit of having an airport with Edinburgh Airport include the direct, in Edinburgh currently amounts to £955.4 indirect and induced impacts associated million Gross Value Added (GVA)/year to with: the Scottish economy of which £507.1 million/year is retained within the City of »» airport operations Edinburgh. The analysis also found that this level of activity currently supports almost »» other associated on-site operations 23,340 Scottish jobs, including around 12,330 jobs in the City of Edinburgh. »» off-site operations

2.5 The analysis also indicated that »» passenger expenditure by 2020 the value of these benefits to the Scottish economy could increase to »» freight traffic arriving and departing between £1.1 billion and £1.6 billion GVA/ from the airport. year, of which between £594.9 million and £767.8 million GVA/year could be retained in Edinburgh. It was estimated that this 2.7 Airport operations include the level of activity could support between employment and economic activity directly approximately 26,000 and 40,280 Scottish supported by Edinburgh Airport Ltd, the jobs, of which between around 13,940 and effect of purchases made by the Airport and 19,920 of these could be in Edinburgh. its staff and the effect of capital investment by the Airport. Taken together the impact of these airport operations currently generates £138.1 million GVA/year for the Scottish economy and supports 1,516 jobs. On-site operations include retail concessions and food and drink outlets within the Airport as well as airline services, car parking and £955.4 million customs and immigration. This activity is not undertaken by Edinburgh Airport Ltd. but is attributable to the presence of the Airport. Taken together it was estimated that these gross value added activities contribute a further £262.2 million GVA/year to the Scottish economy and support around 6,760 further jobs. (GVA)/year to the Scottish economy 16 17 The social and economic benefits of aviation

2.8 The Airport also supports a range 2.11 Interestingly, it was also estimated The import and export of of off-site activity such as hotels and car that between a quarter and a third of the parks that cater mainly to passengers. It total impact associated with passenger was estimated that the proportion of this expenditure (£114.5 million GVA and almost goods the Airport connects activity that is directly attributable to the 2,890 jobs across Scotland) derived from presence of the Airport is £40.7 million the expenditure of outbound passengers Scottish businesses directly GVA/year to the Scottish economy and preparing for their trip. supports around 940 Scottish jobs. with markets and suppliers 2.12 Although the main focus of activity 2.9 In 2015, 11.1 million passengers at Edinburgh Airport is passengers, the passed through the Airport, making it Airport is also a freight hub. By enabling all over the world. the busiest airport in Scotland and the the import and export of goods the Airport 6th busiest airport in the UK. Inbound connects Scottish businesses directly with passengers arriving at the Airport make an markets and suppliers all over the world. important contribution to Scotland’s tourism As in the case of passengers, it is likely industry. While it is likely that if there was that if the Airport did not exist, then some no airport in Edinburgh some of these freight customers would use alternative tourists would still visit Scotland, many airports or modes of transport to get would not. their goods to market or secure important supplies. This will not be the case for all 2.10 The Airport therefore plays a crucial freight customers as for some the additional role in facilitating the expenditure of costs of using an alternative airport or mode visitors who would not otherwise travel of transport would be prohibitive. to Scotland. It was estimated that the expenditure of these passengers currently 2.13 For these customers, the presence of generates £301.9 million GVA/year for the an airport in Edinburgh directly facilitates Scottish economy and supports around additional trade. It was estimated that 9,620 jobs. This impact is of course also this additional trade currently generates dependant on the existence of a strong £97.9 million GVA/year for the Scottish tourist sector, capable of providing the economy and supports 1,630 Scottish jobs. type of services and facilities demanded by While the Airport plays an important role tourists. The role of the Airport in relation in facilitating the trade that generates the to this impact is therefore necessary but impact, the trade itself is undertaken by not sufficient by itself. other companies. The role of the Airport in relation to this impact is therefore necessary but not sufficient by itself.

18 19 The social and economic benefits of aviation

Wider economic contribution

2.14 A breakdown of the current 2.17 Not all of the economic benefits quantifiable economic benefit to the Scottish associated with having an airport in economy of having an airport in Edinburgh Edinburgh can be quantified. The Airport is provided on the following page. This is a key part of Scotland’s economic illustrates that 15% of the annual GVA infrastructure, providing a crucial link benefit associated with the Airport and 6% between Scotland and the rest of the world. of the jobs supported are directly related to The Airport also plays a key role in helping airport operations. It also shows that almost to internationalise the Scottish economy by half of the GVA benefit associated with providing vital links to overseas markets the Airport and more than half of the jobs and a gateway between Scotland and the supported are generated by the expenditure rest of the world. These links are vital, not of passengers. only for supporting the export led growth of indigenous businesses but also for helping to 2.15 The Airport is an important make Scotland more attractive to overseas contributor to public authorities, i.e. investors. Edinburgh Airport currently pays over £2.5 million to Lothian and Borders Police and 2.18 Edinburgh Airport also provides more than £4.7 million in rates every year a number of direct air links to remote to the City of Edinburgh Council. Unlike mainland and island communities in other rate- payers, Edinburgh Airport Scotland, helping to connect them to maintains all the roads within the airport markets and services elsewhere in Scotland boundary, including the costs of street and further afield. In these ways the Airport lighting and is also responsible for all waste plays a key role in helping to deliver the disposal costs. Scottish Government’s primary objective of sustainable economic growth and makes 2.16 Edinburgh Airport is a key member an important contribution to achieving of the local community. As part of this, it priorities identified in Scotland’s Economic offers a range of funding and sponsorship Strategy: Investment, Inclusive Growth and programmes to community groups. In Internationalisation. addition to this, we have also spent £853,000 on transport improvements since 2007, both in and around the airport, through money generated by a levy placed on on-airport car parking. We have spent £853,000 on transport improvements since 2007, both in and around the airport. 20 The social and economic benefits of aviation

Total current impact of Edinburgh Airport GVA (£ millions) Current Impact of Edinburgh Airport (Jobs)

Edinburgh Scotland Edinburgh Scotland

Direct Impact of Edinburgh Airport 86.2 86.2 Total Edinburgh Airport Operations 901 1,516

Edinburgh Airport Supplier Impact 10.0 26.7 Total Impact of On-site Operations 5,094 6,759

Edinburgh Airport Staff Expenditure Impact 2.1 10.7 Total Off Site Operations 766 939

Edinburgh Airport Capital Expenditure Impact 5.5 14.6 Total Impact of Passenger Expenditure 5,271 12,514

Total Edinburgh Airport Operations 103.8 138.1 Total impact of freight attributable to Airport 294 1,630

Direct Impact of On-site Operations 161.8 161.8 Total Employment 12,327 23,358

Indirect Impact of On-site Operations 17.8 54.0

Induced Impact of On-site Operations 15.3 46.4

Total On-Site Operations 194.9 262.2

Direct Impact of Off-site Operations 26.8 26.8

Indirect Impact of Off-site Operations 3.0 9.0

Induced Impact of Off-site Operations 1.6 4.8

Total Off-Site Operations 31.4 40.7

Inbound Passenger Expenditure 115.3 301.9

Outbound Passenger Expenditure 43.3 114.5 Total Passenger Expenditure 158.6 416.4 6% of the jobs Impact of exported goods attributable to Airport 4.9 59.3 supported are Impact of imported goods attributable to Airport 13.4 38.6

Total impact of freight attributable to Airport 18.3 97.9 directly related to Total GVA 5 07.1 955.4 airport operations.

22 23 Over the last 10 years, the number of passengers traveling through Edinburgh Airport has increased by 20%.

24 25 The social and economic benefits of aviation

Potential Future Economic Impact

2.19 Over the last 10 years, the 2.21 To illustrate the potential scale of the number of passengers traveling through benefits to the Scottish economy of having Edinburgh Airport has increased by 20%. an airport in Edinburgh the Biggar Economic It is anticipated that between 2015 and Impact analysis considered a range of 2020 passenger numbers will increase by potential growth scenarios. Based on these a further 18%, rising from 11.1 million in scenarios it was estimated that by the year 2015 to 13.1 million in 2020. As passenger 2020 the value of the benefits of having numbers increase, so too will the scale of an airport in Edinburgh could amount to the economic contribution associated with between £1.1 and £1.6 billion GVA/year for the Airport. the Scottish economy, of which between £594.9 and £767.8 could be retained in 2.20 The economic impact associated Edinburgh. It was further estimated that with different types of passenger varies this level of activity could support between significantly depending on the origin of the around 26,000 and 40,280 Scottish jobs, of passenger and the purpose of their journey. which between approximately 13,940 and The current average economic impact per 19,920 could be in the City of Edinburgh. passenger varies from just £19 GVA for outbound business and leisure passengers 2.22 Exactly where in this range the future to £521 GVA for inbound international economic benefits associated with the business passengers. The future impact Airport falls will depend on the nature of the associated with the Airport will therefore new routes introduced between 2016 and depend directly on the nature of new 2020 and the type of passengers that these routes introduced and passenger mix that help to attract. By way of illustration, it was this attracts. estimated that the additional passenger expenditure associated with the introduction of a new international route could generate £7.8 million GVA/year for the Scottish economy and support almost 240 jobs.

27/45 26 27 Policy and regulation

3.1 There are functional and legal emerging masterplan. We now believe that limits to Edinburgh Airport activities as an it is unlikely that an additional runway is airport owner and operator. For example, required before 2040. However, we believe responsibility for aviation policy and air that it is prudent to continue to safeguard traffic control lies respectively with the land for it as a precaution. UK Government and National Air Traffic Services. This chapter outlines the principal Planning Policy controls and influences of relevance to Edinburgh Airport’s operation and future 3.5 The National Planning Framework development. 3 sets the context for development planning in Scotland and provides a framework for 3.2 The Masterplan is a material the spatial development of Scotland as a consideration in the planning process. whole. The NPF 3 recognises the importance It applies to principles and policies of Scotland’s airports as locations for contained within national, regional and investment and supports their enhancement local planning documents. as national development. It supports the enhancement of Edinburgh Airport’s UK Airport Policy “gateway role”, which it states will bring economic and connectivity benefits. 3.3 The White Paper “The Future of Air Transport” (2003) remains the principal policy document with which future proposals for Edinburgh Airport should be aligned.

3.4 The White Paper forecasts a significant increase in passenger demand at Edinburgh Airport to 2030 and also recognises the increasing importance to the economy, and demand for air freight. One of its key proposal is that land should be safeguarded for terminal development and

Policy and an additional runway. The findings of the White Paper are reflected within the current

hierarchy of planning policy documents at national and local level. However, given that the document is 13 years old, it should be noted that a number of its proposals are no longer considered relevant to the 3. Regulation 28 29 Policy and regulation All development proposals within the

The Development Plan airport boundary must

3.6 The development plan comprises 3.9 Policy EMP 4 Edinburgh Airport accord with the West SESplan (June 2013) and The Edinburgh states; “The development and enhancement Local Development Plan (2016). of Edinburgh Airport will be supported within the airport boundary defined on the Edinburgh Strategic SESplan Proposals Map, provided proposals accord with the approved masterplan. Proposals Design Framework. 3.7 Edinburgh Airport is located within for ancillary services and facilities will only the West Edinburgh Strategic Development be permitted where it can be demonstrated Area (SDA), which is described as an that these have strong and direct functional ”internationally recognised area of economic and locational links with the airport and are importance”. SESplan acknowledges that the compatible with the operational requirements strategic enhancement of Edinburgh Airport of the airport. “ is a national development). It states that the area is an attractive location for inward 3.10 All development proposals within investment and as well as airport expansion the airport boundary must accord with proposals, includes the development of the West Edinburgh Strategic Design a new multi-modal station at Gogar, the Framework (WESDF) and other relevant relocation of the Royal Highland Centre, local development plan policies. Supporting the creation of an International Business information will be required to demonstrate Gateway (IBG) and the resolution of the how proposals will contribute to meeting the Gogar Burn flooding issues. In the light of mode share targets set out in the WESDF. this new Masterplan, we question the need to relocate the Royal Highland Centre. 3.11 Land to the north of the existing airport boundary is safeguarded to provide Edinburgh Local Development Plan a second main parallel runway, if required in the future, to meet air passenger growth 3.8 The Edinburgh LDP identities forecasts. Within this area, green belt policy Edinburgh Airport as a Special Economic will apply (Policy Env 10). Proposals which Area and Table 2 states; “The connectivity would prejudice the long-term expansion of provided by Edinburgh Airport supports Edinburgh Airport will not be supported. and enhances Scotland’s economy. The most recent Edinburgh Airport Masterplan was prepared by the former owner in July 2011 and agreed by the Council in March 2012. The Masterplan sets out development intentions for airport and related uses up to 2020 with more indicative proposals from 2020-2040.”

30 31 Policy and regulation

Supplementary Planning Guidance - West Edinburgh Strategic Design Framework (WESDF) (2010)

3.12 The West Edinburgh Strategic Design EA2 – Development proposals coming Framework (WESDF) identifies West forward in advance of the Masterplan Edinburgh as an area of national economic review should demonstrate how these importance, with significant potential to will form a cohesive part of the longer attract inward investment, create new jobs terms development of the Airport. and develop new visitor infrastructure and facilities in a high quality environment. It EA3 – Proposals should aim to maximise sets out the vision for West Edinburgh to the share of journeys to the airport by become the most successful employment- public transport, minimise number of private led city extension in Europe. The WESDF is a motor vehicle trips and limit emissions of material consideration in the determination greenhouse gasses and local pollutants. of planning applications. EA4 – Proposals should take account of the 3.13 One of the key aims of the need to integrate with the wider transport, Framework is for the improvement landscape, open space and civic space and expansion of Edinburgh Airport, network particularly within the International which will bring economic benefit and Business Gateway and Royal Highland contribute to high quality place-making in Centre sites. West Edinburgh. In terms of the Airport Masterplan, it states that it should seek to EA5 – Appropriate structural landscaping meet the Airport’s operational requirements, should be provided to reinforce the whilst also contributing to the wider landscape quality of the western section objectives for sustainable development and of the A8. high quality place-making in West Edinburgh as a whole. EA6 - The ecological potential of the Gogar Burn should be maximised either through 3.14 The WESDF sets out the following the design of its potential new route, or design principles for the Airport; improvements to its existing form.

EA1 – Development at the airport, in EA7 – If it is decided that land to the north particular adjacent to its boundaries, should of the airport no longer requires to be complement the layout, form and design of safeguarded for a potential second runway, development in the International Business improvement works should be undertaken Gateway and the Royal Highland Centre; to complete the River Almond Core Path route between Hallyards and Cammo Road.

32 33 Policy and regulation

Scottish Planning Policy (2014) Development Management – Permitted Development Rights 3.15 SPP highlights the importance of 3.19 The GDPO states that development Those affecting the design of airports airports as economic generators and 3.16 All airports in Scotland have is permitted by this class, subject to the are finely detailed in a CAA publication, the need for airport operators, planning extensive permitted development rights, condition that the relevant airport operator CAP168, and are subject to revision in the authorities and other stakeholders to work which are set out in Part 14 of the Town shall consult the planning authority before light of ongoing monitoring and review. together to prepare airport masterplans And Country Planning (General Permitted carrying out any development, unless that New developments may be required and address other planning and transport Development) (Scotland) Order 1992. In development falls within the description in in response to the introduction of new issues relating to airports. It advises that terms of development at an airport, this sub-paragraph (4). or revised standards. Whilst it is not relevant issues include public safety zone allows: “the carrying out on operational appropriate for this Masterplan to explain safeguarding, surface transport access for land by a relevant airport operator or its 3.20 Development falls within this the standards in fine detail, it is worth supplies, air freight, staff and passengers, agent’ of development (including the erection sub-paragraph 4 if; noting that these cover such matters as: related on- and off-site development such or alteration of an operational building), in as transport interchanges, offices, hotels, connection with the provision of services b. It is urgently required for the efficient »» the layout, separation and widths of car parks, warehousing and distribution and facilities at a relevant airport”. running of the airport; and runways and taxiways services, and other development benefiting from good access to the airport. 3.17 The Town and Country Planning b. it consists of the carrying out of works, »» aircraft stand sizes and apron layouts (Scotland) Act 1997 defines operational land or the erection or construction of a as “land owned by the airport and used for structure or of an ancillary building, »» airport fire service facilities the purpose of carrying out the airport’s or the placing on land of equipment, undertaking.” and the works, structure, building, or »» the height and design of buildings equipment do not exceed 4 metres in and structures. 3.18 Development is not permitted by this height or 200 cubic metres in capacity. class if it would consist of, or include; Airport Security 3.21 The UK, as a signatory to the 1944 » The construction or extension of a » Chicago Convention, is required to operate 3.22 Airport security requirements are runway; its airports in accordance with specific the subject of regulatory control by the internationally agreed criteria. To comply Department for Transport (DfT). They »» The erection of a building other than with this we operate in accordance with can have a defining influence on the an operational building (e.g. hotel); the terms of a licence issued by the Civil need for development, as well as on Aviation Authority (CAA) and, to obtain the form and character of the facilities »» The alteration or reconstruction of and retain that licence, we must satisfy at Edinburgh Airport. a building other than an operational and continually adhere to the CAA’s building, where its design or external exacting safety- related standards. appearance would be materially affected.

34 35 Policy and regulation

Aerodrome Safeguarding

3.23 Major airports are situated at the 3.24 The process is intended to: centre of a series of obstacle limitation surfaces (OLS) which define, relative to »» Ensure that an airport’s operation is the runway, maximum acceptable heights not inhibited by infringements in an for buildings and other structures, such aerodrome’s OLS. as telecommunications masts. Should the airport’s OLS be breached it could constrain »» Protect visual flight paths by ensuring and consequently determine the usable that runway approach lighting is not length of a runway. The protection of obscured by any development and that these surfaces is undertaken as part of the lights elsewhere do not present any routine Aerodrome Safeguarding process. potential for confusion. Safeguarding of Aerodromes is a process of consultation between local planning »» Protect the accuracy (and therefore authorities and airport operators. safety) of radar and other electronic aids to air navigation, e.g. protecting intermittent returns, causing clutter on air traffic controllers radar screens from wind turbines.

»» Reduce the hazard from bird strikes to aircraft, associated with such land uses as waste disposal and sewage treatment, areas of open water and large landscaping schemes.

Safeguarding of Aerodromes is a process of consultation between local planning authorities and airport operators. 36 37 Policy and regulation

Environmental Regulation

3.25 Local Planning Authorities are issued 3.27 An Aerodrome Safeguarding process 3.29 PSZs are the means by which airport 3.30 Edinburgh Airport operates within with safeguarding maps which enable them is also in place to protect land outside operators identify areas where the risk of the context of a variety of nationally to identify planning applications where the the existing airport boundary against an aircraft accident, while extremely low, applicable policies and standards relating relevant airport operator must be consulted. development which may prejudice airport may be such as to merit some restrictions to the environment. These are described in Edinburgh Airport Limited Safeguarding is expansion. Safeguarded land is shown on the use of land. Edinburgh Airport’s Chapter 6 of this plan, which explores the a statutory consultee and will treat each within the Development Plan. PSZs for the main runway were updated scale and mitigation of Edinburgh Airport’s ‘aerodrome safeguarding’ consultation on in 2009. There are no PSZs relating to the potential environmental effects. its merits. If necessary they will object to a 3.28 SEDD Circular 8/2002: Control of secondary runway, as this runway is not development or require particular conditions Development in Public Safety Zones (PSZ) used intensively enough to warrant this Economic Regulation to be attached to the planning permission. states that the Department for Transport particular form of protection. The PSZs for Where conflicts exist, EAL Safeguarding will are responsible for PSZ policy in the the main runway extends backwards from 3.31 The established also notify the Planning Authority of any UK, and Local Planning Authorities are the runway’s landing threshold. the framework for private ownership of changes that could remove concerns and responsible for applying the published airports and provides specific controls will, if appropriate, work with the authority policy and ensuring that the directions on the use and operation of airports. The and the prospective developer pre and post within the Circular are adhered to. The basic status of Edinburgh Airport Limited as a application to explore the issues in more policy objective is that there should be no relevant airport operator and Edinburgh detail. If the authority recommendation increase in the number of people living, Airport as a relevant airport is conferred is contrary to safeguarding advice the working or congregating in PSZs and that, by Section 57 of that Act. Airlines are application will be referred to Scottish over time, the number should be reduced required to pay for the air traffic control Ministers. as far as circumstances allow. The Circular services for the airspace through which they further states that there should be a general fly. In the UK, this service is provided by 3.26 In order to safeguard the future presumption against new or replacement The Airports National Air Traffic Services. There is also a expansion of the airport and the safe, development, or changes of use of existing government tax, Air Passenger Duty, which orderly and expeditious flow of air traffic, buildings, within PSZ’s and they should Act 1986 is a levy paid directly to the UK Treasury. EAL Safeguarding will continue to examine be of sufficient size to allow for possible Charges currently range from £12 to £170 very closely any proposals for development, future growth in the number of aircraft established the per departing passenger depending on the which are referred to them for advice. movements. distance travelled and type of passenger We would recommend that developers framework for (business/first or economy). undertake discussions at an early stage in order to identify any potential areas private ownership of concern. This can be done through contacting EAL Safeguarding. of airports and provides specific controls on the use and operation of airports.

38 39

Edinburgh Airport changes from 2011 – 2016

4.1 Edinburgh Airport was sold by 4.2 This programme has seen BAA to Global Infrastructure Partners improvements to many parts of the (GIP) in 2012. The change of ownership campus, most notably a terminal extension kick started a period of growth and containing a new security hall and upgraded development for the airport, seeing retail facilities; a new arrivals hall; and a approximately one million passengers complete upgrade of the main check in added per year and growing to a hall. The table details projects completed projected 12 million passengers in 2016. since the publication of the last masterplan. The airport, designed in the 1970s to Investment will continue to match the handle one million passengers a year, has forecast growth over coming decades. needed to change to accommodate growth and ensure that passenger experience levels are maintained. GIP committed to an investment programme of £150 million to ensure that the airport was able to grow effectively.

Growing to a projected 12 million passengers in 2016. Edinburgh

4. from 2011 – 2016 Airport changes 40 41 Edinburgh Airport changes from 2011 – 2016

Location Date Project Notes Terminal extension To enable more efficient Airfield 2011 New Link Taxiway ground manoeuvring of aircraft containing a new Surface Access 2015 Tram Terminus By CEC security hall and Covered walkway to/from To enhance passenger Surface Access 2015 Tram Terminus experience upgraded retail facilities. A new “Edinburgh” Surface Access 2015 New Plaza area welcome site 2010- Surface Access Additional Car Parking In response to demand 2015 Surface Access 2015 New Valet Parking Area In response to demand

Landside 2016 Hotel Under Construction Relocated / Increased Coach Surface Access 2013 In response to demand Park Surface Access 2015 Enhanced Drop Off facility In response to demand To enhance passenger Surface Access 2016 Improved Pedestrian Access experience Gogarburn Water Quality Monitoring devices to Environment 2014 Monitoring measure water quality Airfield 2012 Five new Aircraft Stands On Secondary Runway To accommodate Long Airfield 2013-15 Apron Optimisation Haul Aircraft Terminal 2015 Terminal Building Extension To replace Security Hall To improve customer Terminal 2015 Increased Retail Facilities choice To reduce queuing and Terminal 2014-15 Additional Check-in Areas delays Additional Immigration / To reduce queuing and Terminal 2015 Reclaim Facility delays

42 43

Surface Access (Transport Links)

Surface Access Context

5.1 Edinburgh Airport is on track to reach 5.4 We believe that an integrated the target it set to increase the percentage approach to surface access issues is of passengers using public transport to 35% required if the appropriate infrastructure to by 2017. enable the airport to grow is to be provided.

5.2 Continued mode shift from car 5.5 The scale of activity at Edinburgh towards public transport has been Airport, combined with the development achieved through a proactive approach aspirations for the wider West Edinburgh and working in partnership with Councils, area, are the main drivers of demand Scottish Government, SEStran and transport improvements to access improvements. operators. The arrival of Tram during 2014 has provided an alternative mode of travel 5.6 The relationship between airport to / from the city centre and the opening activity and the demand for road, rail of Edinburgh Gateway rail station provides and non-motorised travel is complex a nearby connection for local and national and requires understanding of a wide heavy rail services. range of passenger and airport servicing requirements. 5.3 A SEStran (South East Scotland Transport Partnership) Air Forum has 5.7 We recognise the importance of been established which is attended by the monitoring, planning for and managing this SEStran members, SESplan (South East demand and the prominence that this issue Scotland Strategic Planning Authority) and has been given within both UK and Scottish Transport Scotland. The focus of the forum Government policy. is varied but includes surface access and the long term strategy for the airport including 5.8 Early recognition of the importance connectivity with surface access modes. of access improvements prompted the formation of the Edinburgh Airport Transport Forum (ATF), which in turn developed a long-term Airport Surface The relationship Access Strategy (ASAS), the first ASAS being published in 2002. between airport activity and the

Surface Access demand for road, rail and non-motorised travel is complex. 5. (Transport Links) 44 45 Surface Access (Transport Links)

5.9 It is important to be clear on the very 5.12 The Airport has recently participated different roles of this Masterplan and the in the City of Edinburgh Council’s West Improving travel choices will ASAS. The Masterplan takes a long term Edinburgh Transport Assessment update. strategic view, outlining the anticipated The updated study is a response to City demand for air travel and the physical Deal, the draft Local Development Plan benefit not only passengers responses to this demand. As would be and live planning applications within West expected of such a strategic document it Edinburgh. The study seeks to identify and staff but will benefit the takes an overview. The ASAS deals with transport infrastructure requirements within short to medium term responses to the West Edinburgh, which will be required in environment by reducing demand identified in the Masterplan and order to maintain surface access to existing has increasingly challenging transport mode users such as the Airport, Royal Highland share targets as a core objective. Showground and Royal Bank of Scotland as emissions from private cars. well as proposed development including the 5.10 The ASAS is a supplementary International Business Gateway. The current document to the Masterplan and should be WETA study builds upon existing works, read in conjunction with it. A new ASAS and the Strategic Transport Projects Review will be published next year to cover the conclusion that the A8 corridor (and M8) will next five-year period. In this Masterplan be over saturated in the near future. we therefore focus on current performance, the drivers of transport mode share, Current Airport Surface Access Strategy future challenges and the potential (ASAS 2012) strands for future ASAS. 5.13 The ASAS is an important element 5.11 The ASAS acknowledges and seeks of the airport’s sustainable development to implement the principles set out in the policies. Improving travel choices will National Transport Strategy, the Regional benefit not only passengers and staff but Transport Strategy and the Local Transport will benefit the environment by reducing Strategy. As well as transport strategy, emissions from private cars. it will be important for the next ASAS to consider the Edinburgh Local Development 5.14 The ASAS deals with short to medium Plan Second Action Plan, which identifies term responses to the demand identified in a number of improvements to transport the current Masterplan, including the setting infrastructure within West Edinburgh to of mode share targets. These targets are cater for extensive development proposals developed by corridor or area in relation surrounding the Airport. to the existing and potential passenger and employee concentrations, transport infrastructure and services levels.

46 47 Surface Access (Transport Links)

5.15 The strategy makes clear that while »» support and promote cycling as an Surface Access Demand - Passenger and improvement in public transport access is option for accessing the airport Employee Distribution important, road capacity is of increasing long term concern, given the disparate »» as opportunities arise, we shall seek Origin Percentage nature of passenger demand and the to enhance access to the Cargo areas limited capability of public transport to City of Edinburgh 52.8% serve such a geographically-dispersed »» review car parking strategy to reflect customer base. Therefore, although we changing trends and passenger profile. Fife 9.3% continue to promote bus routes and the use of Tram to and from the airport in Glasgow City 4.4% »» continue to offer coach parking close an effort to meet objectives, we also to the terminal, and overflow facilities. 4.3% realise that other transport interventions, including increasing road capacity are likely »» maintain the Public Transport Levy East Lothian 2.2% to be required to support both airport development and that of West Edinburgh. Perth and Kinross 3.9% »» continue to offer the Ride 2 Work scheme to Edinburgh Airport staff, City 2.8% 5.16 The current ASAS commits to the and to promote the car share scheme following: for all airport staff. 2.7%

»» achieve a 35% public transport mode Falkirk 2.6% 5.17 The airport is committed to the share target development of the next Airport Surface Midlothian 1.4% Access Strategy, which will address the »» deliver enhanced external roads period 2017 to 2022. infrastructure and future transport interventions Existing Surface Access Infrastructure The airport is »» enhance and add to the bus network to 5.18 The airport is primarily accessed from and from the airport. We shall review the A8 by Eastfield Road, with bus charging and bus stance allocation, committed to the Road also providing road access from the and further promote staff travel by bus. west. The major surface access routes are shown on Map 1 in Chapter 8. development of the »» consolidating the existing taxi ranks to improve passenger choice and 5.19 Access to the freight terminal is taken experience. next Airport Surface from Turnhouse Road, via the Maybury junction located on the A8 corridor. The Access Strategy, which »» Promotion of the tram and review how freight terminal is located on the site of the it contributes to access options one year former RAF Turnhouse airfield, to the east after it becomes operational. of the main passenger terminal. will address the period 2017 to 2022.

48 49 50 51 Surface Access (Transport Links)

5.20 As can be seen on the previous 5.21 As can be seen from the table on the table showing the origin of passengers, adjacent page on Passenger Mode Share, the vast majority come from the Lothians 32% of passengers utilised public transport – the airport’s immediate hinterland. (bus & tram) to access the airport during 2015. This is anticipated to increase with Passenger Mode Share (2015) the arrival of Edinburgh Gateway station during 2016 and further promotion of public transport services as discussed below. Origin Percentage Existing Surface Access Mode Options Public bus 24% 5.22 Besides the car, bus travel represents the second largest mode of transport Dropped off in 22% accessing the airport. Journey planners, private car amongst other initiatives, are available within the terminal and online to ensure Taxi 23% that such options are promoted.

Private car parked 16% Bus and Coach

Tram 8% 5.23 We promote the bus services at the airport through a range of initiatives – Rental car 4% including information posters throughout Plane 1% the terminal; information and links on the airport’s website;. Other inc Hotel shuttle and Charter 3% 5.24 The Airlink 100 bus coach/bus service currently represents the main bus transport connection between Edinburgh and the airport and operates twenty four hours per day, seven days per week. Operating at least every ten minutes during the day, this service runs from Waverley Station in the city centre, past Haymarket Station, and through Corstorphine to the airport. The journey time for this service is 25 minutes.

52 53 Surface Access (Transport Links)

5.25 The Lothian Buses’ 35 service 5.29 A coach park is provided for charter connects the airport to the Gyle, coaches and off-airport car park operators. Fountainbridge and Ocean Terminal in Leith. The coach park is located to the south of Total journey time to Ocean Terminal is the multi-storey car park. Facilities for coach 1 hour and 30 minutes. The 35 operates layover are provided to the south east of every 15 minutes during the main part of the airport adjacent to the long stay car the day. At night times (from 0043–0413) a park. similar route is followed by the N22 service, which operates every half hour. 5.30 The public transport fleet serving the Airport meet current DDA requirements, 5.26 The Stagecoach 747 service including: wheelchair access, priority seats, connects the airport with Fife and those handrails and step heights. travelling further north. The service calls at Station for connections west, Tram South Queensferry (), Ferrytoll Park and Ride, rail 5.31 The introduction of the Tram in 2014 station (offering a National Rail connection) has assisted in improving mode share by an Halbeath Park and Ride. The service public transport, as opposed to displacing operates every 30 minutes during the day, existing bus patrons. 40 minutes in the eventing with a journey time of approximately 25 minutes. 5.32 Trams offer a frequent and reliable service linking the airport and the city 5.27 The Citylink Air service provides a centre. Trams run from every 5 minutes limited stop service to Glasgow Buchanan between 06.15 and 22.45 and offer a Street Station where an opportunity exists consistent journey time of just 35 minutes to connect with local services in and around into the city. Trams interchange with rail Glasgow. The services operates 7 days a services at and Haymarket week, every 30mins at peak periods with a stations with Waverley Station just a short travel time of approximately 60 minutes. walk from St Andrew Square stop. Other stops on the tram route include Murrayfield The introduction of 5.28 Although Edinburgh Airport is not Stadium and . served directly by a railway station the the Tram in 2014 has buses provide links to Haymarket, Waverley, 5.33 All trams are fully low floor and have Edinburgh Park, Slateford and Inverkeithing dedicated spaces for wheelchairs. There are stations, amongst others. luggage racks located throughout the tram assisted in improving for large bags and suitcases. mode share by public transport. 55/45 54 55 Surface Access (Transport Links)

Taxis Car parking

5.34 he airport has one taxi rank located 5.39 Currently, the airport has seven car 5.44 Both the Terminal Surface Car Parks on the ground floor of the Multi-Storey Car parking options including: Business Valet, offer fully secure parking with 24 hour Park. In 2013 The Airport appointed two Valet; Terminal Multi-Storey, Terminal car parking attendants, frequent patrols, official taxi partners who share the taxi Surface, Mid Stay, Long Stay and Plane security fencing, comprehensive CCTV rank, these being a black cab operator and Parking across a total of 7,426 spaces. coverage and has a Park Mark Accreditation. a private hire car operator. A booking office for the private hire cars is located within the Terminal Surface Car Park 5.45 Designated blue badge spaces are taxi rank. provided at the front of the Terminal 5.40 Edinburgh Airport’s Terminal parking surface car park and on each floor of the 5.35 Other pre-booked taxis are able is located directly outside the terminal, multi-storey car park. Designated spaces to pick up passengers from within the within a short walk of the terminal building. within the long stay car park are provided designated Pick Up Zone within the ground There are two parking options available close to bus stops and customer services floor of the Multi Storey Car Park. within the Terminal Surface car park: a with transfer to the terminal. Blue badge covered multi-storey car park and a surface car parking spaces are wider and have clear Pedestrian and Cycling parking area. access around them to meet current DDA standards. 5.36 Edinburgh Airport is 1km to the 5.41 The multi-storey car park provides north of the local cycle path network, 1,746 spaces and is located directly Car hire linked by Eastfield Road. Cyclists heading outside the terminal building, connected towards Edinburgh are advised to follow to the terminal by means of a fastTRACK 5.46 Edinburgh Airport developed a car the road under the A8 and join the cycle Bridge at level 2 providing direct access to hire centre which opened in 2009, which path on the south side of the A8. Cyclists departures. consolidated a number of car hire facilities heading either west or north are advised to around the campus and now incorporates join the cycle path on the north side of the 5.42 The Terminal Surface car park offers eight car hire providers with 627 ready A8 heading west. 1, 872 spaces and provides connection return parking spaces, fuelling, maintenance to the terminal by a series of pedestrian and wash facilities. The car hire facility is 5.37 Cycle racks are provided in front footpaths. connected to the Terminal building by a of the terminal and outside most office covered walkway. buildings within the airport campus. Long Stay Car Park Additional facilities, such as showers and 5.47 There are a number of offsite car lockers, are also available for some staff. 5.43 The long stay car park is located hire operating who operate courtesy shuttle to the south east of the Airport and bus between sites which we facilitate in the 5.38 A network of footpaths is provided provides 2,389 spaces. The long stay car Coach Park or who utilise shuttle services within the landside airport providing park is connected to the Terminal by a provided to offsite car parks. connection between the various facilities. complimentary coach which runs every Footpath connections to the existing A8 ten minutes and arrives / departs into the Glasgow Road corridor are provided along airport coach park. the Eastfield Road corridor.

56 57 Surface Access (Transport Links)

Future Surface Access Infrastructure

5.48 We are keen to explore any initiative 5.53 A number of studies have which improves surface access links to the previously identified the level of transport airport in the future and as such will work infrastructure required to support with the relevant agencies to ensure that development of West Edinburgh. The appropriate improvements are implemented Airport has endorsed the suite of transport as and when required interventions identified within the West Edinburgh Transport Assessment and 5.49 A key issue for future surface access associated TISWEP studies. More recently, is ensuring that road access is maintained the Airport has participated in the City when large scale events are taking place of Edinburgh Council’s West Edinburgh within the airport’s immediate surroundings, Transport Assessment update. such as the Royal Highland Show. 5.54 Some of the current surface access 5.50 Similarly, it is important that when enhancement initiatives are outlined below. development proposals come forward within the vicinity of the airport, that their Rail transport infrastructure is appropriate to the scale of development proposed. 5.55 A new train/tram interchange is currently under construction on the existing 5.51 It is important that passengers can Fife heavy rail line. The interchange is to be access the airport efficiently and reliably. known as Edinburgh Gateway, and will link If they cannot, then the growth of the the airport to the rail network by means of airport and economy will be constrained. the tram line, and also has potential for bus interchange. 5.52 New surface access initiatives in West Edinburgh should be coordinated to 5.56 It is increasingly important to ensure that their development does not understand – on the basis of clear and compromise the accessibility and operation concise data – to what extent heavy-rail of the airport or future neighbouring land initiatives can add to what is delivered by uses. To this end, new surface access buses and whether it can increase the public initiatives should be considered as part of transport mode share, or simply displace a fully integrated transport system. existing bus patrons.

58 59 Surface Access (Transport Links)

Tram Roads Access

5.57 The arrival of the tram in 2014 5.61 Even with the development of rail 5.64 Given the arrival of Tram and the 5.67 The relationship between provision provided an alternative mode of access. and tram connections to the airport, the near completion of Edinburgh Gateway rail and pricing of car parking, the quality and The airport is keen to support any of the differing origins of people coming to the station, the airport is committed to delivery availability of public transport, and the operator’s initiatives that would enhance the airport will mean that the majority of of surface access resilience and has been number of vehicle access movements is speed of service, frequency and extended passengers will continue to access the in discussion with the City of Edinburgh complex. Experience in recent years in hours of operation. airport by road, principally by private car. Council with regards the provision of a Edinburgh has shown that provision of new access road. The road would connect high quality, reasonably priced car parking 5.58 The airport is aware that the City 5.62 Our internal road system remains the airport to the existing road network reduces the number of passengers being of Edinburgh Council are considering an largely unchanged since the present terminal at Gogar and provides the opportunity to dropped off and picked up by friends and extension of the service to Newhaven, was built in 1977. It will be necessary improve access by both motorised modes relatives (‘kiss and fly’). There will always which would provide a wider catchment to develop a reconfigured internal road (public transport, taxi and car) as well as be some passengers who do not have a for both Airport passengers and staff. network to accommodate the requirements non-motorised links (pedestrian & cycle). practicable public transport option for of this Masterplan. accessing the airport, who should not be Bus and Coach Parking Strategy penalised by excessively high car parking 5.63 In late 2010, a new charged fast charges. 5.59 We understand the social benefits track drop off system became operational, 5.65 It is our view that car parking has of bus services and are keen to work with which allowed private vehicles to drop to be considered as part of an integrated 5.68 We intend to re-provide any Long local authorities, bus and coach companies off passengers in the ground floor of the approach to surface access improvements. Stay capacity displaced by airfield and/or to explore the possibilities for bus services multi-storey car park. A free drop off terminal expansion. to new destinations. For those areas not area was created within the long stay 5.66 There are currently approximately served directly by tram or heavy rail car park from where passengers could 5,290 spaces provided in off-airport 5.69 As part of our wider surface routes, the bus is the only public transport utilise shuttle buses to access the terminal car parks by other providers in the access strategy, we will work with the alternative to the car. In particular, the building. These two new areas are the only surrounding area. Thus of total long stay Airport’s neighbours, CEC, and offsite car airport is keen to explore improvement locations on the airport where passenger provision, approximately 42% is located park providers to ensure off-site parking of services to West Lothian. drop off is permitted. The scheme was on-airport and 58% off-airport. Broadly provision has appropriate facilities at the introduced to discourage ‘kiss and fly’ speaking, it is envisaged that this split will airport, suitable planning in place, and we 5.60 The airport is also keen to see the type trips and promote alternative modes continue in the future. will encourage provision to be Park Mark extended operating hours of services, such to access the airport. accredited. that public transport can become feasible for staff that work unsociable hours. Non–motorised modes of transport

5.70 There are well established routes for pedestrians at the airport and these are kept under review to ensure that pedestrian access to and around the airport continues to be safe and convenient.

60 61 Surface Access (Transport Links)

5.71 The airport will work with the local 5.75 At the time of compiling this draft authority to promote existing cycle facilities Masterplan document, the outcomes of the along the A8, which are understood to be updated study are not within the public delivered as part of improvements within domain, however the report is expected the city. We aim to facilitate bicycle access to identify infrastructure improvements to the airport for both passengers and including:- staff, and in recent years have significantly improved cycle parking facilities at the »» A720 City of Edinburgh Bypass / airport. A9 Glasgow Road junction (Gogar Roundabout); Technology enhancement »» Dualling of Eastfield Road; 5.72 The airport is committed to working with authorities and operators to look at »» Introduction of an access road the benefits of technology within airport connecting Gogar roundabout to the surface access. Technology has a significant Airport and providing connection to role to play in providing passengers and the International Business Gateway site; staff with an enhanced journey experience; whether that be from information/ planning »» A8 Glasgow Road / Eastfield Road to single ticketing. dumb-bell roundabout;

West Edinburgh Transport Assessment »» M9 / A8 Glasgow Road junction 2016 (Newbridge roundabout);

5.73 An update to the existing West »» Public transport, and Edinburgh Transport Assessment dated 2010 has been commissioned by The City of »» Pedestrian and cycle links within the Edinburgh Council. The study is a response West Edinburgh. to City Deal, the draft Local Development Plan and live planning applications within Airport Surface Access Strategy 2017 West Edinburgh.

5.76 The development of ASAS will be 5.74 The study seeks to identify transport We are working with informed and influenced by the findings infrastructure requirements within West of the current West Edinburgh Transport Edinburgh which will be required in order Appraisal (WETA) study as well as the authorities and operators to maintain surface access to existing airport’s aspiration for growth as outlined users such as the Airport, Royal Highland in this Masterplan. to look at the benefits of Showground and Royal Bank of Scotland as well as proposed development including International Business Gateway. technology within airport

surface access. 63/45 62 63 Local Environment

Corporate Social Responsibility Safeguarding the Environment and the Environment 6.5 We recognise that the Scottish 6.1 We recognise that Edinburgh Airport Government, SEPA, City of Edinburgh must grow sustainably and responsibly, and Council and other stakeholders need with the support of the many people who to be satisfied that the environmental have a stake in its future. implications of airport growth can be managed in a manner which would 6.2 Globally, the aviation industry reduce impacts. We are working to both has never been under greater scrutiny, quantify and reduce our impact upon the particularly in regard to the growing environment and the following sections contribution towards climate change. detail how we are doing this. On this, and on a range of other issues, our industry needs to rise to the Climate Change challenges that come with more flights and bigger airport. 6.6 We accept that the biggest global environmental issue facing aviation is its

6.3 We will always work hard to contribution to climate change and we are maintain effective working relationships working with our airline partners to reduce with a wide range of stakeholders in a way the climate change impact of operations at which promotes the social and economic Edinburgh Airport. benefits of the airport, and which seeks, wherever possible, to minimise the impact 6.7 Globally, aviation accounts for around on the environment. 3.5% of the total human contribution to climate change. It is estimated that this 6.4 We wish to be a good corporate will increase to between 5% and 15% by

citizen which means using our success 2050. In the UK, the DfT calculate that CO2 and influence to be a force for good in emissions from international and domestic our local communities and beyond. aviation as being 37.5 million tonnes in 2005, i.e. 6.4% of the UK’s total.

6.8 At Edinburgh Airport we have been managing our carbon emissions from electricity and gas consumption for some time, however it has become apparent that we also need to work with our business partners and stakeholders to deliver a more Local holistic approach to reducing emissions.

64 6. Environment 65 Local Environment

Noise

6.9 The first step in this work was to 6.14 Aircraft emissions account for 17.9% 6.18 To tackle total aircraft emissions 6.21 For people living under flight paths measure the carbon footprint of the airport, of our Carbon Footprint. Whilst we cannot we believe that carbon emissions trading or close to an airport, noise is a major then prioritise the areas of work which will control these emissions we can influence is the most efficient way to drive aviation concern and its effective management is have the biggest benefit in terms of carbon and help our airline partners in their quest emissions down. This places a cap on the an important part of Edinburgh Airport’s reduction. Details of our carbon footprint to reduce emissions. total amount of CO2 emissions allowed ability to deliver responsible development. can be found through our website. across industry as a whole. Permits are Edinburgh Airport is a 24 hour operational 6.15 We include emissions from the then allocated to companies setting the airport and we take the issue of noise very 6.10 Our carbon footprint has been landing and take-off cycle as in our amount each can pollute. The total number seriously. However, as long as people want developed to be comprehensive, holistic and measurement of our carbon footprint, of permits is finite and no pollution is to fly, there will be noise from aircraft consistent with best practice. We therefore as these are the emissions we have some allowed above the cap. landing and taking off. calculate not only emissions we directly influence over. control but also airport related emissions 6.19 Companies can then trade their 6.22 Noise has been a growing issue at in the direct control of our stakeholders 6.16 We are promoting and facilitating, permits - selling permits if they can cut the airport and we are currently consulting and which we seek to guide and influence. where possible, measures to help reduce their emissions below their allocation, and on redrawing our flightpaths in order to These include for example, emissions emissions in the landing and take-off cycle, buying them if they want to pollute above balance growth and minimise the impact from all passenger and staff door to door these include taxiing with a single engine their allocation. Permits are sold at a market on our surrounding communities. journeys to the airport and emissions and reducing Auxiliary Power Unit use. price - so if everyone wanted to pollute associated with aircraft landing and taking above their cap, then permits would become off at the airport up to a height of 3000ft. 6.17 We are committed to Sustainable scarce and the price would go up. Aviation, which is a coalition of UK 6.11 Direct Emissions are made up from aviation stakeholders spanning aircraft Growing aviation within CO2 limits electricity, gas and fuel use from our own manufacturers, UK carriers, airports vehicles. This amounted to 9653 tonnes of and the principal air navigation service 6.20 It is forecast by the Committee CO2 equivalent in 2014. provider. As part of our commitment we on Climate Change that UK aviation can have signed up to the Aircraft on the continue to grow whilst contributing

6.12 We are faced with a significant Ground CO2 Reduction Programme, which towards government targets for cutting challenge when it comes to growing has a simple objective – to deliver CO2 greenhouse gas emissions. Technological our airport and reducing our energy emission reductions from aircraft ground advancements, such as the development consumption. As we grow and build more operations at UK airports. The approach of more efficient aircraft, low carbon facilities we need to consume more energy for delivering these savings is simple and fuels and more efficient operations, will to heat, light and cool the buildings. pragmatic and relies on a series of practical ensure that less greenhouse gas emissions “action steps” and initiatives that can be led are generated by flights today when 6.13 However we need to ensure that by UK airports whilst engaging and working compared to flights in 1990. Modal shift when we are developing the airport we collaboratively with their stakeholders. and other measures will also have a role consider installing low carbon technologies to play. Investment in technology will be and micro renewable generation to encouraged through aviation’s participation ensure we build the most energy efficient in emissions trading, initially within the buildings possible. European Union and then globally.

66 67 Local Environment

6.23 This document does not provide noise »» The Property Market Support Bond – maps because our airspace is currently This seeks to protect property values Where any aircraft under consultation. We can however detail inside the expanded boundary of the range of steps to address the monitoring Edinburgh Airport as outlined in the and reporting of air noise. A number of airport’s master plan. that breaks the stated measures are also taken to lessen the impact of noise. In summary, these are: »» The Home Owner Support Scheme – noise thresholds This seeks to assist residents who »» Noise Fining - Where any aircraft that would be subject to a significant set down by the UK breaks the stated noise thresholds set increase in noise arising from a new down by the UK Government is now parallel runway. automatically fined, with the level of Government is now the fine dependent on the level of »» The Vortex Damage Assistance infringement. Scheme – For those residents whose automatically fined. properties have been affected by »» Noise and Track Keeping - We gather vortex damage from aircraft operating and analyse the tracks, including at Edinburgh Airport. position and height, of all aircraft flying to and from the airport. This 6.25 Full details of each scheme can be allows us to study the consistency accessed through our website. of piloting procedures and, through working with NATS and airlines, we can identify opportunities to lessen 6.26 round noise relates to the noise the overall impact of its operation. We produced by aircraft when running their are currently updating this system to engines while on the ground, either for improve transparency and ease of use. taxiing or engine running and is of particular concern to residents living close to the »» Noise Insulation Scheme - This currently airport. Engine running is an essential part exists for residents living in the 66- of airport operations. Engines need to be 68dB noise contour around the airport. tested for safety reasons and engine runs form part of the maintenance programme 6.24 We also operate the following for aircraft. schemes for residents affected by our current and likely future operation:

»» The Home Relocation Assistance Scheme – This provides households within the 69 db leq noise contour with financial assistance towards the costs of relocation.

68 69 Local Environment

6.27 We understand that this noise stakeholders, and to improve our 6.34 In addition to reducing aircraft heating and power-generation plant and can cause disturbance to local residents understanding of residents’ concerns and emissions, all airside vehicles are required other industrial processes. However, local and therefore adopt certain measures to priorities, so that we can take effective to meet certain standards to limit vehicle ground level concentrations of these reduce the impact on the community. We action in response. Each year we feedback exhaust emissions. We also carry out pollutants can also be significantly affected do not allow engine testing during the our performance against the actions set routine spot checks to ensure that they by airport activities such as movements night unless required due to exceptional out in the plan in our annual Corporate meet emissions standards. A large number of aircraft and associated motor vehicles, circumstances. In order to develop a better Responsibility Report, which is also of electric vehicles are already used airside, both airside activity and passenger-traffic understanding of engine running within our available on our website. primarily by the handling agents, in order to travelling to and from the airport. local communities we have begun to report transport luggage to and from the planes. on the frequency and times of engine Air Quality 6.38 Whilst NO is not considered a health running to the local community through our 6.35 Vehicles under our control are concern at ambient levels, NO2 is a known newsletter. We hope by reporting on engine 6.31 Air quality is an issue of concern both regularly tested and serviced to ensure that respiratory irritant. We are fully committed running we will assure residents that we locally and nationally. People have a right to they meet the best standards in relation to to working in partnership with the City of are managing engine running as responsibly breathe air which is free from harmful levels modern engines. The replacement vehicle Edinburgh Council to reduce the emissions as possible. of pollutants generated by industry, vehicle programme for vehicles supports these that contribute to poor air quality within exhausts and other sources. principles and the use of alternatively and beyond the airport boundary. We 6.28 The CAA, the independent regulator fuelled and hybrid vehicles. We will be will continue working collaboratively with of aviation in the UK, produces noise 6.32 There is a range of legislation which investigating further the use of alternatively local authorities to share information and contour maps for Edinburgh Airport every seeks to manage and reduce the emission fuelled vehicles in the Carbon Emissions knowledge to better manage air quality five years. These contours measure the of air pollutants at source. For example, Plan. within the vicinity of the Airport. The average noise at Edinburgh Airport over the activities that are significant producers of air mode share targets within WETA are a key busiest hours of the day and busiest months pollutants (such as industry and transport) 6.36 Our Airport Surface Access Strategy element in addressing potential air quality at the airport, using the dB Leq noise scale. are specifically regulated to reduce their (ASAS) aims to manage landside vehicle impacts from transport on the road network contribution to air pollution. emissions by setting out a number of targets approaching the airport. 6.29 In accordance with the Environmental to increase public transport mode share, Noise (Scotland) Regulations 2006, which 6.33 Emissions from aircraft are regulated decrease single occupancy car use, reduce 6.39 Our last air quality study was in transposes the Environment Noise Directive in the UK by the European Aviation Safety the number of people who get friends and 2014. The air quality study consists of a into Scottish Law we have published a Noise Agency and the CAA. In addition, the family to drop them off and pick them up six month survey using diffusion tubes Action Plan, which is available online. The International Civil Aviation Organisation at the Airport and measures to improve the to measure levels of NO2 at different plan sets out the actions we propose to take has published a number of internationally environmental performance of buses and locations across and around the airport to manage and, where possible, minimise agreed standards and recommended coaches. and the expectation is that it will show aircraft-related noise at Edinburgh Airport. practices on aircraft engine emissions. similar results to previous studies. These 6.37 There have been a number of showed that the concentrations of NO2 6.30 Our Noise Action Plan will be air quality studies at the airport. Oxides at the majority of sites around the airport updated in 2017. The Noise Action Plan of nitrogen are amongst the principal were lower than at most of the Edinburgh enables us to develop our relationship pollutants in the vicinity of the airport. City monitoring sites outside the Council’s with our communities and other key The main oxides of nitrogen considered are priority air quality management areas. nitric oxide [NO] and nitrogen dioxide [NO2]. Results of the study will be shared with The chief sources of these pollutants are the City of Edinburgh Council. combustion of fuel from motor vehicles, 70 71 Local Environment

The Water Environment

6.40 Our surface water drains to the River Almond to the north of the airport perimeter and the Gogarburn, which passes through the airport from south to north. It is culverted beneath the main runway before joining the River Almond.

6.41 Following flooding in 2002, flood risk assessments were carried out on both watercourses and also on the airport drainage network. To reduce the risk of flooding flood protection measures have been built around the Gogarburn within the airport boundary.

6.42 We will continue to work closely on surface water issues with all key stakeholders as the Airport develops and in particular with respect to the land to the south of the existing airport boundary, earmarked in this Masterplan for future airport development.

To reduce the risk of flooding flood protection measures have been built around the Gogarburn.

72 73 Local Environment

Water Quality Biodiversity Waste Management

6.43 There are several airport activities 6.45 There is a range of statutory 6.50 Waste is a significant environmental 6.52 We currently recycle 62% of our which have the potential to cause pollution measures protecting nationally or locally issue and must therefore be minimised waste, which is 3% under our target of 65%. of local water courses, if those activities are designated sites and species. Public bodies through reduced consumption of non- not properly managed. For example, these have a duty to enhance and maintain renewable resources. Waste is generated Built and Natural Heritage are: different sites for biodiversity. from a variety of sources and we have concentrated our efforts to recycle more 6.53 We are aware of the importance of »» De-icing of aircraft and airside areas 6.46 The nearest nationally designated of the valuable resources which would historic buildings, archaeological inheritance area to the airport is the Forth Estuary, otherwise end up in landfill sites. and landscape designations both within »» Aircraft and vehicle maintenance and which is five kilometres away and has been the immediate locality and beyond. As washing assessed by the Government as being at 6.51 Working on the principle of the waste development proposals come forward we low-risk at present from aviation activities. hierarchy - reduce, re-use, recycle, dispose will need to consider the potential impact of »» Aircraft refuelling (spillages) - we are reducing the amount of waste the development proposals contained within 6.47 Closer to the airport, biodiversity generated through improved efficiency and this Masterplan. issues primarily focus on the impact of more thoughtful selection of goods. We are »» Waste and cargo handling airport developments on protected species, encouraging re-use, recycling, re-processing particularly around the River Almond and and composting within the waste stream. »» Fire training. Gogar Burn, both Sites of Importance for Another aim is to reduce the cost to the Nature Conservation. business of waste processing by ensuring a 6.44 We are currently working with the responsible approach to waste management. Scottish Environment Protection Agency 6.48 We have carried out various towards the development of a range ecological assessments of the site, which of solutions to ensure compliance with can be shared with the relevant bodies if future surface water discharge consents requested. The assessments allow us to relating to discharge quality management. build up a good picture of the biodiversity The Airport will continue to manage water on the site and therefore we can understand quality issues in line with statutory control and evaluate any impacts the airport and best practice. activities might be having. As the airport develops, we will continue to work with Scottish Natural Heritage and other stakeholders, with regards to biodiversity.

6.49 Each future airport development will be assessed to establish the impact on biodiversity and provide appropriate mitigation. When appropriate, we will take guidance from Scottish Natural Heritage and other stakeholders on what level of assessment and consideration is required, when considering development which may have an impact on the wider biodiversity outwith the boundaries of the airport. 74 75 Future Land Uses

7.1 This section provides some background 7.4 Passenger and aircraft forecasts (see to and overview of development intentions table below) influence all development and at Edinburgh Airport between now and phasing and perhaps more importantly, it 2050. Development will be undertaken in is the “peaks” that determine the scale of line with demand. There will be distinct development Different groups of passengers phases such as terminal building expansion and aircraft have different needs and dictate which will happen when major growth varying design detail. Business travellers for triggers are passed and others which will example demand a reliable, on time service be more continual as passenger and aircraft but spend little time in the terminal. Leisure numbers increase. travellers however prefer longer in the

terminal. Long haul passengers often require 7.2 The overview is based on longer still due to the logistics of check-in, addressing the infrastructure and land baggage processing and embarkation. use requirements of serving 35 million passengers annually by 2050. The Land Use Maps contained in Chapter 8 identify three ‘snapshots’ of future development – 2025, 2040 and 2050. Clearly the longer-term scenarios become more speculative.

7.3 Efficient and effective development solutions will continue to be delivered incrementally towards the ultimate development vision although the phasing and specifics of development solutions will be reviewed and designed as required as passenger, aircraft and cargo demands materialise.

Passenger (Pax millions) and Air Traffic Movement (ATM) Forecasts (thousands) Future 2011 2017 2020 2025 2030 2035 2040 2045 2050

Pax 9M 12.5M 14.3M 16.6M 19.2M 22.3M 25.8M 29.9M 35M

ATM 110k 124k 134k 149k 166k 186k 208k 233k 261k 7. Land Uses 76 77 78 79 Future Land Uses

Airspace Runway Safeguarding 7.13 It is forecast that Air Traffic Movements (ATMs on Runway 06/24 7.5 The airspace around Edinburgh Airport 7.9 Investment in airspace changes and on will increase as demand grows. This is has remained largely unchanged since the airport infrastructure changes will enable a highlighted in the table below: 1970’s. Recently a consultation exercise has maximum of circa 56 ATM’s per hour to use taken place to remove some of the arrival Runway 06/24. This will delay the need for / departure restrictions to enhance runway a second parallel runway to sometime after capacity. Further consultation will be 2040, if it is required at all. 2011 2017 2020 2025 2030 2035 2040 2045 2050 undertaken in 2017. Peak Runway Use Hour 33 34 39 44 49 54 59 62 65 Runways ATM 7.10 Runway 06/24 is the main at 7.6 Edinburgh Airport currently has two Edinburgh Airport, serving 99.99% of traffic runways. movements. The majority of departures ATM 110k 124k 134k 149k 166k 186k 208k 233k 261k (70%) are from Runway 24. This traffic »» The main runway (06/24) is 2,556m departs to the South West. The remaining long and 46m wide. departures (30%) are from Runway 06. This traffic departs to the North East. 7.14 Investment in airspace changes and Aprons »» The contingency runway (12/30) is on-airport infrastructure changes will enable 1,797m long and 46m. 7.11 Runway 06 departures are subject a maximum of circa 56 - 59 ATM’s per hour 7.17 The apron is the area where the to a “noise preferential” routing upon to use Runway 06/24. aircraft park, either overnight or when 7.7 Runway 06/24 is capable of handling departure to avoid overflying Crammond embarking /disembarking passengers all but the largest aircraft. Runway 12/30 and North West Edinburgh. Other than the Taxiways between flights. The airport currently is short by modern standards and has no noise preferential routing from Runway has three distinct aprons largely as a result instrument landing equipment, generally 06 there are no operating restrictions for of historic development. Over time these restricting its use to smaller aircraft in 7.15 Taxiways provide ground Runway 06/24. aprons will be merged enabling highly periods of good visibility and cloud-base at manoeuvring facilities for aircraft between efficient operational and land use. night or during the day. Additionally, Runway the runway and the apron. An efficient 12/30 is not orientated to the prevailing 7.12 Runway 12/30 is currently taxiway layout can minimise ground wind, often rendering it undesirable from maintained for contingency use only for manoeuvring delays and enhance on-time 7.18 An individual “parking spot” is termed a “cross wind” perspective. previously mentioned reasons and its use departures and arrivals and minimise an aircraft “stand”. Stands may be “contact” is currently under detailed review but environmental impacts from unnecessary or “non-contact” depending on their it is forecast that Runway 12/30 will be aircraft engine running. A network proximity to the terminal / pier area. The 7.8 “Double Decker” or “Code F” aircraft removed from service , possibly within of taxiways exists to connect current ratio of contact/ non – contact stand will such as the Airbus A380 aircraft are the life of this Masterplan but certainly operational areas of the airport. alter to an operationally optimum level as currently not able to operate effectively by 2025.This is consistent with previous development continues. from Edinburgh. Moreover, some of the versions of the Masterplan and will require larger aircraft that can operate from 7.16 There has been a focus on reviewing detailed consultation with CAA and Scottish Edinburgh are limited in their range previous airfield layouts, which has resulted 7.19 The ultimate size and location of Government. capabilities due to departure weight in an optimised future plan that is highly aprons will be influenced by the number restrictions caused by the limited efficient and compact. and type of aircraft that will concurrently unway length. be parked at the airport at any one time.

80 81 Future Land Uses

Passenger Terminal Cargo Terminal 7.20 Whilst the airport has no restrictions 7.21 Although Edinburgh Airport is on operating times, the vast majority of actively seeking to increase its long haul aircraft movements are between 0600 hrs market, which utilise larger aircraft such 7.22 The existing passenger terminal was 7.25 The Cargo Terminal at Edinburgh and 2330 hrs. There are a small number of as the B787, A330, B777 and B747, these opened in 1977 and has undergone several Airport is situated on the East Side of the scheduled and cargo aircraft that operate aircraft are not predicted to overnight transformations and alterations. The most airport and is known as Turnhouse, the out-with these times. in Edinburgh due to operational timing recent additions include the East Expansion, original name of Edinburgh Airport. requirements. containing a new Security Hall, a larger retail area, and an additional Immigration , 7.26 Edinburgh Airport serves as a Reclaim and Customs area to the east of the Scottish hub for and a number main terminal. of night time flights operate to East This results in a peak demand for aircraft parking during night-time hours. Midlands Airport, Stansted, Scottish 7.23 There have been several Highlands and Islands. A number of 2011 2017 2020 2025 2030 2035 2040 2045 2050 refurbishment projects including Departure dedicated Cargo Operators are based at Lounge enhancements and Check-in/Bag the airport and deal predominantly with Drop capacity increases. The terminal and overnight parcel and package deliveries Stands 36 45 58 63 68 72 77 82 86 its associated piers currently serve circa between East Midlands, Liege, and Stansted 12 million people per annum at a peak rate using specialised aircraft. The above of circa 3000 people per hour. operations are almost exclusively night-time operations. 7.24 Whilst future phasing and detail will be reviewed in line with increasing 7.27 With the forecast increase in passenger demand, there is an immediate additional long-haul routes, there is a need to increase capacity and service forecast increase in “belly-hold” cargo, i.e. levels to meet the 5 year forecast horizon. cargo that is transported in the hold of Additional capacity will be required for passenger aircraft. This is an increasingly the Departure Lounge, Immigration and common aspect of commercial aviation, Baggage Reclaim and for further passenger adding an important revenue stream to connectivity with the addition of a pier/ the airline to support route viability. area.

Additional capacity will be required for the Departure Lounge, Immigration and Baggage Reclaim. 82 83 7. Future Land Uses

Access Land use On-Airport Development Summary by 2025 7.28 Access to Edinburgh Airport is 7.30 Whilst requirements for additional principally taken via the Eastfield Road/ land are inevitable in the long term there Where What When Why A8 Glasgow Road corridor since its opening are a number of factors that influence the To reduce runway in the 1970’s. The draft West Edinburgh timing. It is also important to note that occupancy time Transport Assessment dated 2016 indicates current land-use is being intensified and and maximise use a requirement to provide a new access road that change of use is also proposed in many Addition of Rapid of existing main from the Gogar roundabout to facilitate areas. Key factors in determining additional Main Runway 06/24 By 2025 Exit Taxiways runway. This assists further development within the West land requirements are: in the deferral of a Edinburgh, including Airport growth. new runway to the »» Land release from the closure of north 7.29 In order to accommodate growth Runway 12/30 Closed and No longer required. of the airport, it will be necessary to Contingency Runway withdrawn from By 2025 Other priorities for safeguard for surface access improvement »» Density and efficiency of future 12/30 in particular, an access from the west side Terminal Expansion operational service land use of the airport which allows private car and To provide space public transport access. Strategic access »» Changes in public transport mode share Large ( Phase 1) for additional from the Motorway network remains extension to the facilities to cater an aspiration and is maybe required to Terminal By 2020 »» Optimisation of airside layout East End of existing for forecast growth unlock further development beyond that Terminal in International considered in the current WETA scenarios. 7.31 Detailed work has been completed to Passengers understand future land use in the near term. Construction of The following tables summarise land use 6 new contact To provide parking changes in 2025, 2040 and 2050. Aprons aircraft stands to By 2018 spaces for new complement Phase 1 aircraft Terminal extension Construction of 5 To provide parking Aprons new remote aircraft By 2021 spaces for new stands. aircraft Construction of To cater for Phased increases Car Parking additional Car increased demand 2017-2025 Parking for car parking To reduce congestion and increase access New East Road Access By 2025 resiliance to enable Access Road both on and off airport development.

84 85 7. Future Land Uses

On-Airport Development Summary by 2040 On-Airport Development Summary by 2050

Where What When Why Where What When Why

To reduce runway To enable greater occupancy time aircraft take off Additional length and maximise use weights and in doing Addition of Main Runway 06/24 ( if operationally By 2041 of existing main so create further Main Runway 06/24 Additional Rapid Exit By 2040 justified ) runway. This assists range capabilities Taxiways in the deferral of a from Edinburgh new runway to the north Required only to cater for traffic New Parallel Runway Construction of a Post 2040 greater than circa 59 Large ( Phase 2) 06L/24R new runway extension to the By 2026 ATM’s per hour or To provide space South East Pier circa 30m annual pax for additional Terminal To provide space facilities to cater Extension to Terminal for additional for forecast growth the East End of Large ( Phase 3) By 2030 facilities to cater in International Terminal existing Terminal. Post 2040 extension to the for forecast growth Passengers Consideration of main Terminal to in International “satellite” gate areas create an “East Pier” Passengers

Construction of Construction of new To provide parking 10 new contact To provide parking Aprons aircraft stands as Post 2040 spaces for new Aprons aircraft stands to By 2028 spaces for new required aircraft. complement Phase 1 aircraft Construction of To cater for Terminal extension Phased increases Car Parking additional Car increased demand 2025-2040 Parking for car parking Construction of 6 To provide parking Aprons new remote aircraft By 2030 spaces for new Road Access West Access Road Post 2040 To cater for stands. aircraft development to the south west of the airport and provide public transport connection from Construction of To cater for Phased increases the west. Car Parking additional Car increased demand 2025-2040 Parking for car parking. M8 Link Post 2040 To safeguard opportunity for strategic access.

86 87 The terminal and its associated piers currently serves circa 12 million people per annum at a peak rate of circa 3000 people per hour.

88 89 Maps

MAP 1 LAND USE Maps 8. 90 91 8. Maps

MAP 2 MAP 3 INDICATIVE LAND USE POTENTIAL DEVELOPMENTS UP TO 2025

92 93 8. Maps

MAP 4 MAP 5 2040 INDICATIVE LAND USE 2050 INDICATIVE LAND USE – PROVISION FOR TWIN PARALLEL RUNWAYS

94 95 Notes

96 Edinburgh Airport Edinburgh EH12 9DN Scotland

EDI_Airport

edinburghairport edinburghairport.com

November 2016

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