Master Plan Appendix.Indd

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APPENDIX 6 Surface Access Strategy

A.6.1 Background – Development Policy 1998 (DP98)

A6.1.1 Surface access considerations featured strongly in the DP98. Under the heading of “sustainability”, details were provided of the coach and bus services providing access to and from the Airport and mention was made of what was then the new shuttle bus service between Loughborough railway station and the Airport. It was also noted that plans “are well advanced” to open an East Midlands Parkway Station. “Sustainability considerations” it was concluded, “are likely to increase in importance in future and the Company intends to respond positively to this agenda”.

A6.1.2 Having considered the forecast level of traffic generation, the DP98 concluded that changes to the A453 were not anticipated in the medium term as a result of airport development. However, an access junction to serve the DHL parcels hub development was proposed and a new access from the highway was required into what was then the proposed Finger Farm Business Park. It noted that continuing support would be given to measures to discourage the use of sensitive local routes to airport-related traffic. Also identified was the need to modify and enhance the Airport’s internal road system to accommodate expansion, the reconfiguration of facilities, and to serve new areas of land use.

A6.1.3 The DP98 assumed that the great majority of passengers and employees would continue to access the Airport by car. It considered, however, that it was likely that future measures to increase choice of access and reduce on-site car parking demand and road traffic volumes, would affect modal split, and that the volume of road traffic generated would therefore effectively reduce in relation to air traffic levels. It also noted that “the great majority of cargo- related vehicle movement and a large part of passenger-related traffic occurs outside normal peak hours, limiting its impact on overall road use and congestion.”

A6.1.4 With regard to car parking speciﬁcally, the DP98 noted that the then current provision was 4,000 public and about 500 private staff spaces. Car parking requirements however were “not regarded as a serious constraint on the long-term growth of the Airport’s services; there is scope for further parking development, both surface and multi-storey, and measures are available both to reduce the amount of land required and to moderate the demand for space.”

A6.1.5 Most importantly the DP98 proposed the creation of an Airport Transport Forum and the preparation of a Green Commuter Plan. As the Airport grew, it was expected that there would be an increasing emphasis on promoting the use of public transport through a range of initiatives - car-park pricing, employee-focused programmes, dedicated bus services and the improvement of access to the rail network.

A6.1.6 The DP98 noted that major improvements to the highway network, including completion of the Stoke/Derby link, would strengthen the Airport’s strategic importance. Reference was made to the Government’s proposals to commission four Multi-Modal Studies (London to South Midlands, North/South Movements in the East Midlands, West Midlands to East Midlands and the A453 M1 to Nottingham), the ﬁndings of which would have major implications for the wider strategic accessibility of the Airport in the longer-term.

Appendix 6 1 A6.1.7 Many of the proposals contained in the DP98 have been implemented. The two new accesses from the A453 to the Airport site have been constructed along with a new internal spine road. The North/South Movements, A453 and London to South Midlands Multi-Modal Studies have all reported. Within the East Midlands, their main recommendations to improve the M1 between Junctions 21 and 30 and the A453 from Junction 24 of the M1 to Nottingham, have been accepted by the Government. The M1 improvements entered the Targeted Programme of Investment (TPI) in April 2004. The A453 enhancement entered the TPI in May 2004. Both these proposals have been tested at an Airport passenger throughput of 8 million passengers per annum (mppa).

A6.1.8 The EMA Transport Forum has been established and guided the preparation of the Airport’s Green Commuter Plan – the Surface Access Strategy.

A6.2 Progress Report – Surface Access Strategy (2001 - 2005)

A6.2.1 Introduction

An Air Transport Forum (ATF) was established in 1999 and its ﬁrst task was to develop the Surface Access Strategy (SAS 2001) through consultation with employers located on the Airport site, representatives from the local community, local authorities and transport providers.

Its overall aim is to reduce the rate of growth in car trafﬁc, particularly single-occupancy cars, and to promote the use of alternative travel methods such as buses, trains, cycling and walking.

Initially the SAS 2001 focused on reducing the numbers of single-occupancy car journeys made by site employees, gradually increasing over time the priority given to initiatives to increase the use of public transport by the Airport’s passengers. The primary target for the SAS 2001 was to increase the proportion of journeys to and from the Airport made by employees using a mode other than as a single occupant in a car by 5% to a total of 26% by the end of 2005.

Membership of the ATF has grown steadily over the past ﬁve years and now has over 40 member organisations. In order to ensure that the Forum has a targeted approach with regard to delivering improved sustainable transport, the ATF recommended the formation of two additional sub-groups: the Public Transport Sub-Group and the Cycling Sub-Group. These meet approximately quarterly as task-oriented working groups accountable to the Airport Transport Forum.

The Airport Company employs around 250 people, an increase of just 20 on 2001 ﬁgures. However, on the Airport site, there are around 6,500 employees. Staff movements remain predominantly spread over 24-hour operating patterns rather than being concentrated at peak travel times. The great majority of employees on site continue to be employed by airlines, cargo companies, regulation authorities and support services.

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The Airport is determined to promote the growth of a more balanced transport split, in line with Government recommendations. However, the number of single occupancy car journeys (and pick-up/drop-off journeys) to the Airport is expected to rise over the next ﬁve years. It is our intention to slow this growth and increase the proportion of journeys made to the Airport by other means, such as by bus, cycling, car-sharing and walking.

A6.2.2 Resources

Since 2001, the Airport has signiﬁcantly increased the level of resources dedicated to improving sustainable access initiatives. Various surface access initiatives have been funded by the Airport which include funding and pump-priming of bus routes and improvement to the Airport’s infrastructure. However in 2003 for the ﬁrst time the Airport approved a dedicated Surface Access budget which included revenue support for buses as well as a range of marketing and promotion activities, and the Airport now contributes in the region of £400,000pa to bus revenue support.

In 2003, the Airport recognised the need for a full time member of staff to take forward the various initiatives outlined in the strategy. A Ground Transport Manager was therefore appointed to focus exclusively on developing and improving sustainable transport links.

A6.2.3 Infrastructure and Facilities

In 2003 the link road between the Pegasus Park and the Thistle Hotel opened allowing all buses to use this road to access the site. At the same time, the footpath between the Holiday Inn and the Thistle Hotel which links up with the existing footpath network on site was completed.

The Airport is committed to a programme of installing two bus shelters on site each year and has over the past few years signiﬁcantly improved the bus waiting facilities at several key points.

Four bus shelters were installed on site in 2002 and a further 3 in 2003. There are new bus shelters at DHL Cargo West, Building 34, Cargo East and Pegasus Business Park. In 2004 the bus waiting facilities at the Terminal Building were completely reconﬁgured. The access road at the front of the Terminal Building has been closed to private cars and redesigned to allow buses to stop directly outside Arrivals. Three new bus shelters were installed along the Terminal front, all with ‘real-time’ display boards.

Appendix 6 3 A6.2.4 Information

A large ‘real-time’ display board has been installed inside the Terminal Building in front of the Information Desk. This shows the actual arrival times for all buses currently serving the site. A wall has also been allocated opposite the Information Desk for the display of public transport information. This includes a ‘spider’ diagram of all bus routes currently serving the Airport, brief descriptions of the key services including start and ﬁnish times and frequencies, and individual service timetables. In addition, an Airport Access Guide was published in 2005 incorporating all relevant bus, coach and rail information.

Improved information was a key element of the Strategy in order to raise awareness of the alternatives available to car commuters. Public transport information is now also included in various Airport publications as well as the Airport web site, with Internet links to national and local bus timetables as well as various council web sites.

A6.2.5 Bus Services

Prior to 1999 the Airport completely funded the operation of airline-shuttle - a regular shuttle bus transferring passengers from Loughborough railway station to the Airport site. By 2001, this service had become established requiring only part-funding by the Airport.

In 1999 the Airport was served by several different bus companies. Barton’s ‘Airways’ operated a route from Loughborough to Long Eaton and a consortium of Arriva Fox County, Kinchbus and trentbarton buses operated the 123 service from Leicester to Derby. Many of these services have now been rationalised or withdrawn. The Loughborough-Long Eaton route was incorporated into the airline-shuttle brand. Arriva withdrew from the consortium, leaving Kinchbus and trentbarton to rationalise the remaining operation.

The airline-shuttle then operated from Derby to Loughborough via the Airport. The Airport provided revenue support for those journeys that were not yet commercially viable (the early morning journeys as well as the Sunday and Bank Holiday services from Loughborough). trentbarton provided the link to Long Eaton through its Rainbow 5 service. This service did not start as early as the airline-shuttle service to Long Eaton so the Airport provided revenue support to extend the operating hours to include an extra morning journey.

Historically the airline-shuttle did not start early enough in the morning to meet the needs of passengers or employees working the early morning shift. The Airport now pays for the additional early morning and late evening journeys, as well as improved Sunday services to bring it into line with the rest of the week. These improvements, introduced in July 2005, signiﬁcantly increased the hourly service’s operating hours to: Loughborough, from 2:20am to just past midnight, and Derby from 3:20am to just before midnight, seven days a week.

In October 2005 changes were made to the Arriva Service 69, which had operated from Swadlincote to Derby via Melbourne. This service has been changed to create an hourly bus service, seven days a week, between Swadlincote and the Airport via Melbourne. This

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service is now called airlink 69 and is assisted by a ﬁnancial contribution from the Airport and Derbyshire County Council. This hourly service connects in Melbourne with Service 68, which operates to Derby every 20 minutes.

Another challenge for the Airport was the withdrawal of the ‘Runway 5’ service to Nottingham City Centre by Nottingham City Transport in June 2003. The new Nottingham Skylink bus service was launched in May 2004 and was designed to improve significantly on the Runway 5 in terms of its quality, frequency, journey time and start/finish times. The service is funded by EMA, Nottingham City Council, and emda, all of whom have committed to co-funding this service for five years by which time it should become fully commercially viable. Nottingham Skylink is a direct service, with significantly improved frequency and operating hours, strong branding and targeted marketing. In addition through-ticketing is available within the wider Nottingham City Transport (NCT) and trentbarton networks within Nottinghamshire, extending as far as Newark, Loughborough, Calverton, Hucknall and Bingham. This means that passengers using any NCT, trentbarton, South Notts or Pathfinder bus, as well as the Tram (NET) service into the city centre to connect with the Skylink service, are able to purchase a network or season ticket at greatly reduced rates.

Appendix 6 5 Nottingham Skylink - Year 1 4-weekly passenger ﬁgures

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Nottingham Skylink passenger ﬁgures have improved week on week since launch, exceeding passenger targets for years one and two. The service is still more popular with Airline passengers than it is with employees. This is an area that is being addressed, both with targeted marketing such as personalised journey planning for existing employees on site and potential employees living along the transport corridor. In addition, in May 2005 the route was amended slightly to incorporate the Meadows, a ward of Nottingham identiﬁed to have relatively high unemployment.

The Nottingham Skylink has been viewed by both emda and the Airport as a ‘pilot’ bus scheme, with longer-term objectives of developing further improvements to the public transport network in and around the Airport. With this in mind a study was commissioned and funded by the Local Authorities and the Airport, and tasked to look at how best to provide services within a strategic framework. Consultants were asked to assess the existing patterns of subsidised and commercial bus service provision and to then undertake a review in relation to costs and patronage. They were tasked to put forward proposals to enhance such services, with rationalisation if necessary, to provide a comprehensive network of sustainable transport options to EMA. The results of this study were extremely useful and have helped to inform the on-going future surface access strategy for the Airport.

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In addition, the results of this study have assisted the local authorities, the Airport and bus operators in the submission of a joint bid to the Department for Transport for Kickstart funding. The bid proposed the further improvement of public transport to the Airport site from Nottingham, Derby, Leicester and Loughborough by improving operating hours, frequencies, bus quality and marketing initiatives to all these areas. The Airport’s Bus Strategy bid was awarded £701,571 over three years in order to deliver improvements to Nottingham, Derby and Loughborough through improvements to the Nottingham Skylink and airline-shuttle. A further bid to emda attracted the additional funding necessary to include the launch of a new direct bus to Leicester - the Leicester Skylink - bringing the total amount of funding to £1.3 million. Details of all the improvements are provided within A6.3 Surface Access Strategy (2006 to 2016).

A6.2.6 Cycling and Walking

In 2004 the ATF encouraged the formation of a separate Cycling Sub-group consisting of members from the local authorities neighbouring the Airport as well as cycling groups like Sustrans (the cycling charity) and the Cyclists’ Touring Club (CTC).

Currently there are no dedicated cycle paths which circumvent the Airport site, but the view of organisations such as Sustrans and the CTC is that the Airport roads are currently quiet enough and do not at this stage need segregated cycle paths. There are, however, a variety of pedestrian pavements and access paths on site, which are maintained by the Airport.

Cycle parking areas are available at DHL Cargo West and the Pegasus Business Park. In addition, new cycle shelters capable of housing up to 16 cycles were installed in the central Terminal area in 2004 in a prominent location directly opposite the security ofﬁces and just a few metres walk from the Departures doors.

A cycling training scheme was launched in 2005 to all staff working on the Airport site. Funding has been made available to provide a limited amount of free training to between 10 and 20 individuals each year, depending on skills levels. This funding is available to anyone working on the Airport site, regardless of which employer they work for. Over ﬁve years this could signiﬁcantly improve the percentage of people accessing the Airport by bicycle.

The Airport has worked with Leicestershire County Council to design and install a scheme for improved access to the site and safer crossing of the A453 near Diseworth, which was funded by the airport at a cost of £85,000 and was opened in September 2006. A cycle route leaﬂet for the Airport area was produced in time to coincide with the formal opening of the new access point.

Severance caused by the M1, A42, A50, A453 and River Trent makes travel more difﬁcult for walkers and cyclists in this part of the East Midlands. As an example, the M1 cuts off east west movements for walkers and cyclists. The ATF Cycling Sub-group has accordingly asked consultants working on the M1 and A453 improvement projects to help provide safer walking

Appendix 6 7 and cycling routes between towns and villages within ﬁve miles of the Airport. This would cut the number of trips that can only currently be made safely by car and open airport-related jobs to a wider spectrum of potential employees.

A6.2.7 Rail

The closest railway stations are currently Long Eaton and Loughborough and these, as well as Derby and Nottingham stations, are all accessible by public transport. Through-ticketing is available for Loughborough station so that users can buy one ticket which will be valid for both their train journey and for the onward journey to the Airport via the airline-shuttle. Through- ticketing was extended to include Nottingham and Derby stations in November 2005.

Currently both employee and passenger numbers accessing the Airport using rail transport are negligible. However, plans are in place to build a parkway station located on the main London-Sheffield railway line at Ratcliffe-on-Soar with a high frequency of service to and from Leicester, Derby, London, Nottingham, Sheffield and other stations along the route. The East Midlands Parkway Station will be located only 2.5 miles from the Airport site. When the SAS 2001 was written, it was expected that the new station would be operational by September 2002. However despite outline planning permission being granted, the process was severely delayed due to land ownership disputes. Following a Transport and Works Order Public Inquiry in June 2004, Midland Mainline received a positive response in December 2004 allowing for the compulsory purchase of the land in question. Network Rail has recently confirmed that it has taken over responsibility for the delivery of the Station which is expected to become operational in time for the December 2008 timetable change. Details are provided within A6.3 Surface Access Strategy (2006 to 2016).

A6.2.8 Car Share

Despite the fact that the Airport aims to reduce single occupancy car journeys to and from its site as set out in the SAS 2001, it is recognised that the car is expected to continue to be the most popular modal choice for both employees and passengers. It is difﬁcult for other modes to compete with the car in terms of its convenience and ﬂexibility, particularly in rural areas where public transport access is still relatively poor. The SAS 2001 therefore outlined the Airport’s intention to work with other employers on site to promote the introduction of a car-sharing scheme by making a car-share database available to all companies on site via the Internet and to support this with preferential parking for car sharers in employee parking areas.

In 2003 the Airport launched a web site hosting an internet-based car-share scheme powered by a company called Liftshare.com. Marketing material including posters and ﬂiers were distributed around the site and semi-permanent banners erected on the roundabouts at all three entrances to the Airport. A ‘road-show’ was held where all interested companies on site were visited to promote the scheme, allowing their employees to have their questions answered and receive assistance in registering with the scheme.

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The 2003 Travel to Work survey results showed that 69.6% of respondents were aware of the car share scheme as compared with just 21.5% in 2002, so the promotion certainly had the desired effect of increasing awareness on site. Despite this high level of promotion at the time of the launch, the car share scheme is not well used by employees. Only 88 individuals were registered with the scheme in the Summer 2004. However informal car sharing continues to take place outside the formal scheme to a greater degree as is indicated by the results of the annual Travel to Work Surveys.

Not only do employees seem reluctant to share their cars, but many employers are reluctant to promote car sharing, believing that it would open them up to the risk of losing more staff than necessary should the driver of a car share scheme fall ill or fail to attend work for any reason. It has been identiﬁed that the introduction of a ‘guaranteed ride home’ system with participating employers and a local taxi operator may alleviate the concerns of both employees and employers surrounding failed lift arrangements preventing dependent staff from getting to work, details of which are provided within A6.3 Surface Access Strategy (2006 to 2016).

A6.2.9 Links to Employment

It has become increasingly clear over the past ﬁve years just how important the links are between employment and access. As the Airport continues to grow, many of the larger employers are already ﬁnding the process of recruitment challenging. The Airport held a series of annual Jobs Fairs in the lead up to the summer season in 2002, 2003 and 2004. Each annual Jobs Fair saw hundreds of jobs on offer and attracted thousands of job seekers. Each year the Airport negotiated free passage on both the airline-shuttle and the rainbow 5 services for the day. In addition, coaches from areas such as Coalville and Swadlincote were arranged for the day with free vouchers for these journeys distributed through the various Job Centres involved. Communities such as Braunstone in Leicester and Derwent in Derby also arranged their own transportation for members of their communities to access the Jobs Fairs.

Over the past few years, it has become increasingly clear that a more proactive approach is necessary to assist job seekers in accessing employment opportunities at the Airport and, while it is accepted that there are a number of barriers to employment, transport is one of the most signiﬁcant.

The Skills Research study commissioned by emda in 2004 for the Airport highlighted accessibility as a key issue. A highly concentrated spatial spread of unemployment has been identiﬁed with signiﬁcant pockets in the urban centres of Nottingham, Derby and Leicester. Leicester in particular has more than half of all wards with an unemployment claimant count of over 5%.

These are also the areas where people are least likely to have access to a car. Across the region 24% of people lack access to a private car or van, while in Nottingham the ﬁgure is 45%, in Leicester 38% and in Derby 31%.

Appendix 6 9 Clearly good quality public transport links with the three cities should be a priority. In 2004 the Airport began making contact with and forming partnerships with several communities to look at the linked issues of employment and transport. These communities include the Hastings and Lemyngton wards in Loughborough, Greenhill and Agar Nook in Coalville, Swadlincote in South Derbyshire, Braunstone in Leicester, Derwent in Derby and Clifton and the Meadows in Nottingham.

The Airport has drawn together members from JobCentre Plus, the local authorities, the Community Transport teams, community workers and community leaders in each of these areas as well as several key employers on the Airport site and is working with each group to try and ﬁnd a mutually beneﬁcial way forward. It is hoped that transport solutions can be developed for each of the areas and that these, coupled with targeted jobs fairs in the communities themselves could start to break down some of the existing barriers to employment.

A6.2.10 Car Parking

There are currently around 7,500 passenger parking spaces provided at the Airport. While passenger numbers have more than doubled from just over 2mppa to 4.5mppa, the provision of passenger parking has not shown a proportionate increase.

There are currently around 3,300 employee parking spaces provided at the Airport. The employee spaces include those provided at Pegasus Business Park, DHL Cargo West, and various other tenant buildings around the site. Many of these spaces are not used during the winter months as employees working at the Terminal have historically been moved into the passenger car parks.

Current parking provision has been less than that projected by the DP98, which forecast 2006 passenger parking requirements of 8,950 spaces and staff parking provision of 3,700. This in itself demonstrates the positive impacts of the implementation of SAS 2001.

A6.2.11 Assessment of Progress to Date

As noted, the primary SAS 2001 target was to increase the proportion of employee journeys to and from the Airport using a mode other than as a single occupant in a car by 5% to a total of 26% by the end of 2005. The Airport has monitored its progress towards meeting this target over the past ﬁve years through the use of annual employee surveys, which measure and analyse travel to work data.

While there is some statistical uncertainty, due in part to small sample sizes and to changes in the way certain questions were phrased, in general the survey results show that the target has, broadly, been achieved.

Much else has been achieved in recent years, including new roads, new access points, new footpaths both on and off site, new bus and cycle shelters, improved provision of information, new bus services as well as on site buses and a new car share scheme. In the past ﬁve years

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the Airport has managed to arrest the growth of single occupancy car journeys by employees and has started to reverse this trend.

Although the SAS 2001 did not initially target passengers, the 2003 CAA passenger survey shows that in comparison with 1999 ﬁgures, there has been a modest increase in the use of buses as a means of access by passengers.

A6.3 Surface Access Strategy (2006 to 2016)

The development of strong partnerships over the past ﬁve years has meant that the Public Transport Sub-group has been able to work together to commission independent research, thereby formulating common objectives, which were presented to and broadly accepted by the full Airport Transport Forum in January 2005. These ﬁndings not only form the basis for the Airport’s strategy for bus and rail for the medium term to 2016, but have also been invaluable in assisting the partnership in attracting the funding needed to achieve many of the recommendations.

Public�� Transport Links As They Currently Exist Together With Proposed Routes

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Appendix 6 11 A6.3.1 Funding Partnerships

A wide range of stakeholders have been identiﬁed as potential contributors to proposed public transport improvements over the next 10 years. Many potential funding bodies are already recognising the importance of improved public transport and sustainable access to the Airport, particularly in terms of improved access to employment opportunities there, but also to address their own local and more strategic objectives.

Several funding partnerships have already been set up with some success. These include a partnership between EMA, emda and Nottingham City Council for the Nottingham Skylink and between the DDEP, Derbyshire County Council; and EMA for the Swadlincote night time DRT scheme. The latest partnership is that formed as part of the Kickstart bid. Formed from the ATF Public Transport Sub-Group, it is now called the EMA Bus Partnership and comprises Derby, Leicester, Derbyshire, Leicestershire, Arriva, Kinchbus and the Airport, with partners contributions totalling £540,000 in revenue contributions and £197,000 in capital contributions over three years and attracting over £1.3 million from emda and the DfT. Capital contributions from local authority partners are committed from LTP funds. The Airport will continue to work with partners including local authorities, bus operators, Highways Agency etc to identify bus priority measures that can be taken forward through the LTP process.

It is this type of partnership approach that the Airport wishes to continue to promote for both traditional bus services as well as the demand responsive transport schemes. The Airport currently contributes signiﬁcantly – around £400,000 per annum – to sustainable travel initiatives to Derby, Leicester and Nottingham and other key urban areas, and is committed to continuing to do so for the foreseeable future, with a view to ensuring that bus services, in particular to the Three Cities, eventually becoming commercially viable.

The Airport accepts the principle of contributing ﬁnancially to off-site infrastructure improvements, and anticipates that this be linked to planning applications for developments.

However, we consider that the large investment made annually to public transport should be taken into consideration when making such decisions. In addition, as many proposed developments will have wider beneﬁts, we feel it appropriate that funding assistance is sought from other agencies.

We are aware that it is the feeling of many local authorities surrounding the airport that use of any planning contributions provided through the development control process should be targeted to broaden the accessibility of the airport and not just concentrate on the immediate airport locality. Due to increased reliance on the Principal Urban Areas for new employees, enhancing the connections to the Three Cities should be a particular focus of such funding. Whilst we agree in principle, this is ultimately not a matter for the Airport to decide.

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The Airport should be the catalyst for a future Productivity Transport Innovation Fund submission which would offer innovative means of supporting the growth of the Airport in terms of international productivity and the beneﬁts that brings in economic terms in the UK, regionally, inter-regionally and nationally. The principles of TIF suggest an approach that encompasses freight and people movements in and out of the site.

The Airport is also fully engaged in the emerging congestion management/smarter travel choices proposals being drawn up in the form of a Three Cities Sub Region TIF bid.

There is a general concern amongst stakeholders that on-site employers should become more engaged in the process of inﬂuencing and funding public and sustainable transport initiatives. The Airport will encourage employers to participate in travel planning activities which are tailored to the needs of their employees with a view to funding any new initiatives which emerge from the travel planning process. Examples of such schemes include taxi brokerage and guaranteed ride home schemes, cycle training and cycle purchase loan schemes, and demand responsive transport schemes.

A6.3.2 Bus

Our strategy for improvement of bus services is to build on the existing services, making improvements to the existing services between Derby, Nottingham and Loughborough, and developing the new service to Leicester. We also intend developing bus links with the key towns of Ashby-de-la-Zouch, Coalville, and Burton-on-Trent.

Derby and Loughborough

Prior to winning Kickstart funding in 2006, a number of improvements were made to the airline-shuttle in 2005 as a result of airport funding, opening up access to the major conurbations of Derby (including Alvaston) and Loughborough as well as the villages of Hathern, Diseworth, Castle Donington and Shardlow, as well as improved connections with Derby and Loughborough railway stations. These include improved operating hours, allowing both shift workers and airline passengers to access the service at key times, including Sundays, from July 2005. The new hours of operation would be Loughborough services from 2:20 to 00:45 and Derby services from 3:20 to 23:35, seven days a week. In addition, the inclusion of a new stop at the Pegasus Business Park from July 2005, as well as an agreement by the operator to upgrade the ﬂeet to newer low-ﬂoor vehicles by November 2005.

As a result of the Kickstart funding, further improvements introduced to the airline-shuttle in April 2006 include increased frequency from hourly to half-hourly for the core operating hours (7am to 7pm). In addition the funding has allowed for improved image and service quality, with better marketing and branding, and a dedicated branded spare vehicle in order to ensure consistency of branding.

Appendix 6 13 Further improvements anticipated for airline-shuttle from 2006 to 2016 include:-

• Increase the airline-shuttle service operating hours to 24 hours a day.

• Signiﬁcantly improve its image and service quality with a new ﬂeet of vehicles to the same or better standard as the Nottingham Skylink

• Further increase its frequency from hourly to half-hourly for the core operating hours (probably 4am to 12pm).

Nottingham

As a result of Kickstart funding, the 24-hour timetable trialled during 2005 through additional airport funding can be safeguarded for a further 3 years.

Leicester

As a result of further funding available from emda, with additional match-funding from members of the EMA Bus Partnership, the inclusion of a direct bus link between Leicester and the Airport has been made possible. The funding allocated by the Airport for a demand responsive scheme for Braunstone, Beaumont Leys and New Parks was re-directed in order to provide match-funding for the emda bid.

The Leicester Skylink service was launched in October 2006, and operates hourly from 4am to 10pm, and every 2 hours through the night, providing a 24-hour link from St Margaret’s bus station via Braunstone to the Airport.

The service route has been designed to be as direct as possible with the right balance between fast airport access (journey times are around 50 minutes) and stops in areas of high unemployment. The Leicester Skylink is also well networked with feeder services for the city.

Further improvements anticipated for Leicester Skylink to 2016 include:

• Signiﬁcantly improve its image and service quality with a new ﬂeet of vehicles to the same or better standard as the Nottingham Skylink

• Increase its frequency from hourly to half-hourly for the core operating hours (probably minimum 7am to 7pm, but ideally 4am to 12pm).

Long Eaton and Kegworth

As a result of partner contributions to the Kickstart project it will be possible to improve the Rainbow 5 timetable by offering a full Sunday and bank holiday timetable, bringing the service to 7-day operation.

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Further improvements anticipated for rainbow 5 up to 2016 are:

• Better integration into the Airport ‘family’ of services through marketing initiatives.

• Longer term improvement to increase operating hours between Long Eaton and Kegworth to 24 hours a day, and frequency to half-hourly during the core hours (probably minimum 7am to 7pm, but ideally 4am to 12pm).

Swadlincote, Ashby-de-la-Zouch, Coalville, and Burton-on-Trent

A new bus service to Swadlincote was launched in September 2005 and currently operates from 6am to midnight, 7 days a week. Further improvements anticipated for this service in order to ensure that it meets Airport passenger and employment needs are:-

• Better integration into the Airport ‘family’ of services through marketing initiatives.

• Longer term improvement to increase operating hours to 24 hours a day, and frequency to half-hourly during the core hours (probably minimum 7am to 7pm, but ideally 4am to 12pm).

It is proposed that funding is sought for new services to Ashby-de-la-Zouch, Coalville and Burton-on-Trent in the period to 2016. It is anticipated that lessons learned from other airport services will be transferred in the planning of timetables, including earlier starts and later ﬁnishes.

The Airport will use its inﬂuence to persuade bus operators and local authorities to consult widely before introduction of new services wherever possible, in order to avoid any conﬂict with local communities.

These improvements, together with improved passenger infrastructure at the Airport will create the right environment for the Airport to become an important public transport interchange hub, allowing for greater access not only to the Airport, but also between villages, towns and cities in the East Midlands.

The Airport recognises that whilst in the long-term it is necessary for public transport services to the Airport to be commercially viable and self-financing, ‘pump-priming’ or seed funding is often necessary to establish new routes or increase frequency on established ones. Such programmes are intended to be temporary measures designed to facilitate more comprehensive and effective bus services to the Airport over the longer term, with support being ‘moved on’ once initial routes become self-financing. This is a flexible, targeted and responsive form of subsidy.

Appendix 6 15 A6.3.3 National Coach Network

We work closely with National Express and are working towards developing through-ticketing between our main bus services into the Three Cities and National Express’ wider national coach network in order to broaden the coach network catchment area for EMA.

The potential for development of coach services to provide cross-regional connections such as Birmingham, Stoke and Shefﬁeld will be explored. Survey data is available from CAA surveys on origins of passengers and this data is shared with public transport and coach operators for this express purpose.

A6.3.4 Rail

Until the East Midlands Parkway Station becomes operational, our rail strategy will focus on improved through-ticketing from rail onto bus services which operate to the four railway stations, and improved marketing of the existing bus services to the nearest railway stations, i.e. Derby, Loughborough, Long Eaton and Nottingham. These bus improvements are explored more fully in section A6.3.2 entitled ‘Bus’.

Through-ticketing arrangements have now been negotiated with Central Trains for Loughborough, Nottingham and Derby stations in order to make the onward connection for those travelling by rail as simple as possible. Improved publicity for these bus services and the through-ticketing arrangements is necessary in the period leading up to the opening of the Parkway Station. Network Rail has recently conﬁrmed that it will be taking over responsibility for the delivery of EMPS and is committed to doing so. EMPS is expected to be operational in time for the rail timetable change in December 2008.

It is expected that the opening of the Parkway Station, supported by good promotion, marketing and transfer services to the Airport, will have a significant effect on both employee and passenger travelling patterns in the medium and long term. It should considerably relieve congestion on the A453 and M1 by shifting modal choice from road to rail. It will open up public transport to this airport from as far afield as Sheffield and South Yorkshire and will offer a realistic alternative to the car for many employees commuting to the Airport site as well as being an attractive alternative to the private car or taxi for passengers.

Prior to Midland Mainline handing over the delivery of the station to Network Rail, it was intended that once open, shuttle buses would be provided in partnership with the rail operator between the Parkway station and the Airport. As part of our submission to the DfT’s East Midlands Rail Franchise Consultation Document (June 2006) the Airport recommended that the new franchisee operating EMPS should be required to fully cooperate and collaborate with EMA by the joint provision of transport between EMPS and EMA, reciprocal provision of passenger information, coordinated timetabling, integrated ticketing etc. We have also made recommendations on minimising the risk of the EMPS car park becoming an unofﬁcial off- site airport car park, which could amongst other things restrict its availability for its core rail passengers.

MASTER PLAN 16 Master Plan 2006–2030 www.eastmidlandsairport.com

The only additional Airport-related trafﬁc generated by the Station should be the shuttle bus connecting it to EMA, which is unlikely to operate more than 6 times per hour, and perhaps 4 times initially. The Airport also recommends that a partnership approach be taken in the planning and optimisation of the route taken by the Parkway Shuttle, and that careful consideration be given to ensuring that the service has priority at any junctions it uses along its route.

In 2001 it was considered that a target of 5% of passengers and staff incorporating rail transport as part of their journey to EMA within ﬁve years of the Station opening was achievable. At this stage however it is considered that it could contribute to an overall 10% non-car related modal share of the Airport passenger market, within 5 years of its opening.

A6.3.5 Demand Responsive Transport Schemes

The Airport’s strategy for improving access to areas where there is currently not enough demand to support regular commercial bus services, is to investigate and support demand responsive transport (DRT) schemes.

DRT in this context is deﬁned as an intermediate form of transport, somewhere between a bus and a taxi, which covers a wide range of transport services from less formal community transport through to area-wide service networks. It can also fulﬁl a wide range of transport objectives to meet the needs of local residents and the more strategic objectives of local authorities, for example access to employment, leisure, health, shopping etc.

The Airport is working with a number of communities in key areas including the Meadows area of Nottingham, the Braunstone area of Leicester, Derwent in Derby, Greenhill and Agar Nook in Coalville and Swadlincote in South Derbyshire with the aim of improving transport links and employment opportunities. Working partnerships have been set up with key employers, local councils, and Job Centre Plus, with a view to developing transport solutions for job seekers and prospective employees.

A DRT scheme in Swadlincote has been operating since October 2005. This pilot scheme provides transport for night shift workers at the Airport. It is funded by the Derby and Derbyshire Economic Partnership with match funding from the Airport and administered by Derbyshire County Council and South Derbyshire District Council. It is promoted through targeted job fairs held at Swadlincote JobCentre Plus.

A DRT scheme called ‘Shuttles’ was launched in August 2006 by a Social Enterprise in the Greenhill area of Coalville, with support from North West Leicestershire District Council and with funding support from the Airport.

The Airport’s strategy for DRT is to develop a small number of fairly basic DRT pilot schemes, deploying existing vehicles as far as possible, with telephone bookings taken and recorded manually or on a PC. The services would operate ﬂexibly within a pre-deﬁned operating area but would not operate to a time-table. Block-bookings would be standard (i.e. employees ring at the start of each week with their weekly shift times) but with the possibility of incorporating

Appendix 6 17 emergency bookings up to an hour before travel, with the service operator communicating with drivers via mobile telephone;

It is expected that predominantly rural areas would benefit from this type of transport scheme. DRT by its nature responds to a specific demand, and would only be developed as that demand becomes clear and funding available. If successful these schemes could develop into more advanced DRT services, controlled by electronic booking software with GPS capabilities, and operated via a control centre, with a fleet of 8 or 16-seater accessible vehicles, covering a far wider area. Publicity for the areas covered by the DRT network could be produced and integrated with the conventional public transport marketing and information.

However, it is important to note that not all DRT schemes are successful and experience around the UK shows a high level of failure. In addition these schemes are very expensive to run, with high per-passenger subsidies.

It may be that earlier opportunities in these key employment areas become available for ﬁxed route bus services, and where these opportunities are more cost effective than DRT, they will be explored and included in the Strategy.

A6.3.6 Car Share and Taxi Brokerage Schemes

It is recognised that certain travellers would not consider travelling by public transport but may consider sharing a taxi with other people travelling to nearby destinations. There are options for utilising the existing taxi operation on site (Checker Cars operate an informal taxi sharing system when flights are delayed resulting in larger than normal demand due to higher volumes of passengers). Alternatively such a service could be tendered. It is recommended that the fare for accessing a shared taxi be set at a higher level than that of conventional bus services or DRT in order to avoid the scheme abstracting from those services. In addition to providing an alternative to the car, a shared taxi scheme can provide a valuable ‘guaranteed ride home’ service for the car share scheme. It has been identified that one of the greatest weaknesses of the car share scheme is its perceived unreliability. While in reality most arranged lifts are convenient and reliable car share partners are the norm, there is a perception that car share schemes open both employees and employers to the risk of failed lifts and therefore missed shifts. With a guaranteed back-up arrangement in place employers may feel more confident about promoting and incentivising the car share scheme and employees may feel more confident about registering their details and trying out the scheme.

Another important application of the taxi brokerage concept is in providing a connection between scheduled buses terminating in city centres and residential areas during those hours when connecting buses are not running. It is proposed that the Airport involves key employers in negotiations with identiﬁed local taxi companies initially in Nottingham and Derby with a view to developing a taxi brokerage scheme that will assist their employees in getting home.

MASTER PLAN 18 Master Plan 2006–2030 www.eastmidlandsairport.com

A6.3.7 Cycling and Walking

The Airport’s strategy for cycling and walking is to continue to provide improved access, better on site infrastructure, better information and marketing about cycling to and on site, support for the formation of a bike user group (BUG) and to promote cycle training on site. In 2004 the Airport Transport Forum encouraged the formation of a separate Cycling Sub- group, which consists of members from all the local authorities surrounding the Airport as well as Sustrans and the CTC. This group’s remit is to work toward delivering cycling objectives including infrastructure and awareness-raising including training and publicity.

The Airports objectives of promoting cycling include:

• Promoting the establishment of a bicycle user group (BUG) to allow cyclists to make their needs known;

• A programme of continued provision of lockers, showers and changing facilities. This needs to be driven by the needs of cyclists on site, i.e. through the BUG;

• The distribution of a cycling information leaﬂet which provides a guide to the cycle route network, cycle parking at the Airport and other relevant information and useful contacts;

• The ongoing promotion of the cycle training scheme, which has been made accessible to all employees on the Airport site, in order to encourage more cycling. The Airport intends to continue to advertise and promote the scheme to all employees on site in partnership with employers.

The Airports objectives to improve access to its site include:

• The provision of a central access point for cyclists: In order to create a safer access for cyclists to the central Airport areas the Airport has worked in partnership with Leicestershire County Council, who have designed a scheme for the safe crossing of the A453 near Diseworth together with improved access to the Airport. This will improve access to the South including Diseworth, Shepshed and Loughborough. Capital funding of £85,000 was provided by the Airport and the access was completed in September 2006;

• Improved access from the West: The Airport needs to work in partnership with the Local Authority to complete the missing section of cycle route between Castle Donington and the access point to the West of the Airport commonly known as the DHL roundabout;

• Improved access from the East: Some facilities are already in place, including a cycle track on the north side of the A453 between the Pegasus roundabout and Finger Farm (J23A) roundabout, and a cycle track along the east side of the A453 trunk road between Finger Farm roundabout (J23A) and the Kegworth junction. There is also a

Appendix 6 19 cycle track along the north of the A453 between the Pegasus roundabout and the main Airport entrance. However the crossing of the A453 trunk road is at grade and uncontrolled, and improvements are needed to the crossing of the A453 trunk road near the Kegworth junction if cyclists are to access the Airport safely from an easterly direction. As part of the M1 widening scheme, the Highways Agency has proposed extending the existing bridge from Kegworth, which currently crosses over the M1 and connects with the A453. Their proposals are that the level of the A453 is dropped and that this bridge is extended over the A453 and becomes a Non-Motorised User (NMU) bridge only. As part of its response to the M1 Widening Scheme consultation, which closed in July 2006, the Airport supported this proposal as long as emergency airport access arrangements were maintained.

The recommended M1 and A453 widening schemes present an opportunity to improve the facilities for cyclists and pedestrians. The Airport has been included in all NMU focus groups relating to these schemes and will remain actively involved in all consultation processes.

Should a safe crossing of the A453 at Kegworth be provided the Airport would support Sustrans’ proposal to complete a permissive link between the villages of Kegworth and Castle Donington along the northern perimeter of Airport. This route would not be useful to the Airport in terms of access to employment, but is rather a link between the two villages, and serve to improve mobility for residents in the villages generally.

The airport also supports in principle Sustrans’ Three Cities Cycling Strategy as well as its proposed Leicester – Nottingham – Derby ‘Route 66’ cycling project, which includes commuting routes from Nottingham, Loughborough, Derby, Long Eaton, and larger nearby villages to employment sites at EMA, as well as a link to EMPS.

A6.3.8 Internal Infrastructure

Signiﬁcant improvements have been made over the past three years to the public transport waiting facilities, with the most recent being the planned construction of a new passenger interchange building to be located adjacent to the current Arrivals doors and to be operational for the start of the summer 2007 season. This new facility will allow public transport and coach users to wait indoors in comfort, with windows facing onto both the bus stands and the coach bays, as well as access to good quality public transport information and a small retail offering.

It is anticipated however that as the Airport grows, the space currently available space for buses and coaches will become insufﬁcient. The development of a full public transport interchange is therefore recommended within the Plan period. The Airport will consider at what passenger throughput level such a development will become necessary, and investigate design options.

In addition, more consideration should be given to the internal road layout and access for public transport operators and logistics companies as the airport grows, and it is anticipated that this will form part of one or more detailed planning applications in the Plan period.

MASTER PLAN 20 Master Plan 2006–2030 www.eastmidlandsairport.com

A6.3.9 Intra-site Travel

The Airport’s strategy for intra-site travel, which will become an increasingly important issue as the Airport grows, is to continue to promote walking and cycling, to provide on-site shuttle buses and to investigate the feasibility of alternatives such as rapid people mover systems:

• The Airport will continue to provide footways and pedestrian crossings within the site in order to make walking a safe and convenient option.

• The Airport will continue to develop its existing on-site shuttle bus service. This service currently serves the medium-and-long-stay car parks.

• It also provides a service between the remote multi-tenant staff car park and the terminal building during the summer months. In the medium term this could be developed into a full on-site distributor shuttle.

A6.3.10 Information and Marketing

The Airport’s strategy for improvements to marketing and information provision is to work towards marketing all transport services to the Airport as an integrated ‘family’ of services which offer uniformly high standards of service and provide an instantly recognisable product for the traveller. As part of the Kickstart package of funding, a Marketing Ofﬁcer with a dedicated marketing budget has been appointed to promote public transport.

One of the most important factors in promoting bus services is ticket pricing. The EMA Bus Partnership has paid particular attention to keeping the cost of public transport affordable, particularly for regular users, families and larger groups, and competitive with taxi/ airport parking.

In addition we hope to offer incentives to airlines to sell bus tickets on their web sites in much the same way as they already sell car parking and other ancillary products, thereby providing a ‘through-ticket’ in the same way we already do for rail passengers – making the journey as convenient and seamless as possible for our mutual customers.

Other marketing and information initiatives include:

• A single leaﬂet “The Airport Access Guide” has been developed which promotes the network of services including rail, bus, DRT, taxi-share and cycling. In addition, there needs to be targeted marketing of services to speciﬁc user groups;

• Individual timetables for each service will continue to be promoted;

• Continued development of the Airport web site and various mini sites linked to this as a means of promoting alternatives to the car;

Appendix 6 21 • Improved publicity within the terminal building, to include the baggage reclaim hall and customs area;

• Existing real-time information system – Startrak – will be promoted and built upon. It is now used by all three counties surrounding the Airport and is installed on all of the services currently operating to the Airport. It provides passengers with a much higher level of conﬁdence in accessing the services that they need.

• Real-time destination boards are already installed at the Airport Information desk as well as the three bus shelters outside the Arrivals doors on the terminal front. It should be extended over time to other areas of the Airport as well as other bus stops along the services’ routes;

• The development of software needed to operate reliably an interactive journey-planner kiosk. Once reliable information is available, these kiosks could be installed near the Information Desk and in baggage reclaim to provide passengers with accurate and ‘real-time’ information about not only services from the Airport but also onward- bound connections for all three counties and beyond.

A6.3.11 Car Parking

The provision of car parking will continue to form part of the Airport’s strategy. We will also seek to encourage long stay parking in preference to passengers being picked up and dropped off by family, friends or taxi, which requires twice the number of journeys. However, the growth of car parking provision will be less steep than the growth in passengers as a result of our Surface Access Strategy.

Current car parking provision for both passengers and employees is less than that projected by the DP 1998, thus demonstrating the positive impacts of the implementation of the SAS 2001. It is anticipated that this relationship will continue, and that the growth proﬁle of car parking provision will be less steep than the passenger and employee growth proﬁles as the sustainable transport initiatives in the on-going Surface Access Strategy progressively impact on modal change.

Nevertheless, the provision of additional car parking will continue to form part of the Airport’s strategy. Taking into account improved modal share, by 2016 it is estimated that 13,800 car parking space for passengers and 6,900 for employees will be required compared with current provision of around 7,500 passenger and 3,300 employee car parking spaces, with block parking not being used at present.

The general approach will be to only provide on-site additional car parking incrementally, when it is required, so that every encouragement is given to accessing the Airport by public transport and other sustainable modes. Car parking will therefore be demand responsive and not based on predict and provide.

MASTER PLAN 22 Master Plan 2006–2030 www.eastmidlandsairport.com

Multi-storey car parking as well as the potential for block-parking will be considered before new land is purchased for car parking.

In light of the outcome of the recent public enquiry into Airparks’ proposed expansion, and evidence supplied at the time that the Airport was capable of containing all required car parking within its site to 2016, in calculating forecast car parking requirements for future years, the airport has based its calculations around the assumption that off-site car parking is not required to grow. The Airport’s car park forecasts therefore assume no growth of the nearby off-site car park.

A6.3.12 Highways

Work is being been undertaken by Arups in the form of a Transport Assessment in support of the terminal enhancement planning application.

As was noted in the DP98, it continues to be the case that the great majority of cargo-related vehicle movement and a large part of passenger-related traffic occurs outside normal peak hours, limiting its impact on overall road use and congestion. The DP98 goes on to note that as in any 24-hour period the peaks of road traffic in three distinct categories (passenger services, cargo services and Airport workforce) do not coincide, so the impact of Airport generated traffic on the local road system, in particular the A453, is spread over time. At that time it was not anticipated that growth in Airport activity would contribute significantly to peak-period demands on the local highway network or to any consequent need for major upgrading of the A453 in the medium term.

Airport trafﬁc contributes a relatively small percentage of the overall trafﬁc on the motorway system, particularly at peak times. In the course of technical work on the North South M1 MultiModal Study, information was provided which showed that the number of HGVs going to and from the Airport as a percentage of total HGV movements on the M1 was very small – around 0.5%.

The Airport’s contribution to traffic tends to be spread during the day rather than concentrated around peak congested hours, and as such while we may produce large volumes of traffic we do not contribute a large proportion of traffic during congested hours. The majority of airport related freight road-movements, including HGV traffic, takes place off-peak and therefore has a limited impact on the motorway network. Freight traffic predominantly accesses the airport during the evenings or night, ie between 8pm and 6am, and therefore has very little effect on motorway peaks.

Despite the nature of our trafﬁc patterns, we contribute a signiﬁcant amount of investment to both public transport and the road network.

Appendix 6 23 It is the preliminary ﬁndings of the Arups Transport Assessment that at least the dualling of the A453 between J23a and the Pegasus roundabout will be required by 2016, and that improvements/alterations to the Pegasus, Finger Farm roundabout, and the main Airport entrance will be required. The feasibility of dualling beyond Pegasus Business Park to the main airport entrance, as well as justiﬁcation for local safety improvements at junctions with Diseworth and Castle Donington, should be considered in due course.

We will also continue to work in partnership with our neighbours in order to minimise any disruptions caused by single events such as Moto GP or the Download festival as much as possible.

The M1 and A453 widening schemes are to be delivered by the Highway Agency during the plan period. The M1 Widening Scheme will be delivered in two contracts, and is planned to be delivered by 2015. The A453 scheme is planned to be delivered by 2011. The Highway Agency has indicated that its proposed improvements to the M1 including remodelled junctions will meet the forecasts set out in the White Paper. The Highway Agency’s improvements to the M1 and A453, including remodelling of Junction 24, take account of the Airports growth forecasts, and have been tested to 8 mppa Airport throughput. As part of the M1 widening scheme, an additional lane on the A453 which connects with the A50, bypassing the need to queue at J24 is planned. These widening schemes should therefore have a direct beneﬁcial impact on improving accessibility to Airport.

Improvements already planned to the M1, A453 and associated junctions should signiﬁcantly improve congestion to minor roads around the airport by reducing rat-running currently caused by congestion of the highway network at peak times. The motorway will become a more attractive option, providing relief to the Swarkestone bridge, and the various minor roads running through villages including Castle Donington, Melbourne, Kings Newton, Diseworth and Kegworth. This, coupled with our stated policies on making long term car parking prices as attractive as possible, should help to alleviate ﬂy-parking in villages.

The Kegworth Bypass is included as part of Contract 2 of the committed scheme to widen the M1 – for which the HA have just completed their consultation process. The Airport has made a formal submission as part of this consultation process, and has recommended that the Kegworth bypass be built during the earlier phase of Contract 2 in order to ease inevitable congestion on the M1 in the vicinity of the airport as a result of the construction of the M1 widening itself.

As well as easing congestion, the proposed improvements to the M1, A453, related junctions and the Kegworth Bypass should serve to improve local air quality by reducing the volume of stationary trafﬁc and the current need for queuing on the motorway.

The airport has been in regular contact with the Highways Agency and has made formal response to the M1 consultation. It is essential that the close working between EMA and the HA continues, particularly in view of the considerable changes planned to the M1. The Airport values the close relationship with the Highways Agency and will continue to work with the HA to ensure this relationship is maintained.

MASTER PLAN 24 Master Plan 2006–2030 www.eastmidlandsairport.com

Future infrastructure improvements may be needed beyond 2016, and models such as the PTOLEMY computer model, which models the interrelated impacts of land use and road trafﬁc, could be used to assess future infrastructure needs linked with future Airport planning applications.

East-West Multi-Modal Study recommendations will need to be addressed partly through the Regional Funding Allocation process for example the A42 improvement to motorway standard.

A6.3.13 Freight

The East Midlands Regional Assembly published its Regional Freight Strategy in 2005.

This document highlights East Midlands Airport as having developed over recent years to become a major hub for several global logistics integrators. It has become the leading UK airport in terms of tonnage of freight lifted by a dedicated cargo aircraft and is second largest in the UK in terms of total freight handled, after Heathrow. As such the Airport is a key driver for economic growth and regeneration within the Three Cities sub-region, and within the region generally and beyond.

Actions relating to Surface Access identiﬁed by this document include:-

• Identifying the surface access implications of the freight scenario through engagement with the East Midlands Logistics Forum and the Airport;

• Address agreed surface access needs through liaison with delivery agencies;

• Identify opportunities to transfer surface freight trafﬁc generated by EMA from road to rail, and pursue opportunities to support proposals for direct rail access to EMA, and/ or development of a convenient railhead.

Speciﬁc reference can be made to key actions contained within the Regional Freight Strategy Action Plan – Actions 6.1, 6.3, 6.5 and 6.7

The connection between locating airport related development not requiring an airﬁeld nearer to urban areas and a freight rail-head in the East Midlands should be made, The emerging PTOLEMY land-use transport model is proposed as a tool for determining potential locations.

A.6.3.14 Targets

Employees Passengers 2001 - 2005 25% - 2006 - 2016 30% 10%

Appendix 6 25 We believe that a target of 30% of employees accessing the Airport by means other than single car occupancy by 2016 is a demanding target, yet one which we believe we can meet.

Although we have previously not set a target for passenger modal share, we believe that, should the East Midlands Parkway Station open on schedule, we should be able to see 10% of passengers accessing the Airport by means other than a car by 2016. This target does not include access by taxi or car share, and relates purely to public transport. If the Station were not built for whatever reason, a target of 5% would be more reasonable.

We consider that our targets are demanding, measurable but achievable. However they will be regarded as a minima, and will be reviewed regularly based on progress. The Master Plan and Surface Access Strategy will be reviewed every 5 years and new targets will be set at each review if appropriate.

Targets through to 2030 will be developed at a future review of the Master Plan, and it is suggested that the emerging PTOLEMY transport model for the Three Cities will be a useful tool to research the implications of setting a 2030 target at a future review.

A6.4 Surface Access Strategy 2016 – 2030

Emphasis will continue to be placed on promoting, marketing and enhancing all surface access initiatives developed beyond 2016, with particular emphasis on quality bus services to key towns and cities and the East Midlands Parkway Station.

A6.4.1 Rail

Heavy Rail Access

It is unlikely that a ﬁxed link to the new East Midlands Parkway Station from the Airport by a heavy rail link from the Midland Main Line (MML)would be required or indeed be feasible by 2030.

Direct heavy rail access to the Airport is not a realistic option by 2030 (see The Future of Air Transport in the United Kingdom: Midlands, paragraphs 7.9.19 and 7.9.24). A heavy rail link to the MML is unlikely to be feasible. A spur from the MML would be operationally inconvenient and unattractive to through passengers, whilst a loop from the MML would need to deal with heavy gradients and a difﬁcult alignment to maintain access between Loughborough and Trent Junction.

Technical work undertaken for the White Paper shows that a heavy rail link to the Airport is not a practical proposition by 2030, and that a guided transport system might be needed to replace the shuttle bus operation from the East Midlands Parkway Station, but only if the Airport were to grow much more rapidly than that forecast in the Draft Master Plan, due to new runway development being constrained in the South-East of England. In the opinion of

MASTER PLAN 26 Master Plan 2006–2030 www.eastmidlandsairport.com

the Airport the policy in the existing RSS is aspirational, and is not supported by any technical justiﬁcation and should therefore be reviewed.

Nevertheless it is suggested that a heavy rail link should not be completely abandoned and as part of a national strategy, could remain a long term aspiration in view of the debate around new High Speed Rail routes which are likely to include airport links in their objectives. Whether these new routes will come to fruition is however far from certain.

Light Rail Access

Upgrading the link between the new East Midlands Parkway Station to the Airport from the proposed shuttle bus facility to a ﬁxed light rail link can only be considered a long-term possibility and, among other things, would require higher levels of passenger throughput than are included in the Master Plan.

In terms of a light rail link from the Parkway Station, we support the recommendation of the Nottingham and Nottinghamshire Structure Plans that there should be an investigation into a possible light rail link extending from Nottingham-Clifton and then potentially on to EMA, and recommend a feasibility study take place. We suggest that this is undertaken concurrent with the next Master Plan review, when the Station should be operating and we will have a better idea of the number of passengers using the facility to access the Airport.

We agree that the Parkway Shuttle should be developed on the basis of a phased progression through bus to guided bus to the possibilty of light rail at some point in the future, and a stronger relationship with air passenger numbers should be developed. As numbers reach a threshold level the shuttle bus could be replaced by a guided bus link, being in turn replaced by a light rail link. It is suggested that PTOLEMY might usefully inform such assessments.

We recognise that Policy 54 of the Draft East Midlands Regional Plan (RSS8) recommends that Local Development Frameworks and Local Transport Plans should identify and safeguard land for improving access to EMA, particularly by non-car modes, and including a ﬁxed rail link to support expansion in the long-term. While it may not be appropriate to safeguard land within the plan period, the airport agrees in principle that this matter be investigated and addressed at the appropriate time. We are committed to working in partnership with the Highways Agency and the relevant local authorities in order to identify an appropriate route for a ﬁxed link at such time.

Station at Castle Donington

The Airport undertakes to work constructively with other agencies in supporting progress on the assessment and delivery of the West to East Midlands Multi-Modal Study recommendations, including consideration of the merits of a station on the Castle Donington line. Should the possibility of a direct Nottingham-Birmingham rail service via the Sheet Stores- Stenson line be revisited through the remapping of the rail franchises, this raises the possibility of an airport station at Castle Donington.

Appendix 6 27 A6.5 Policy Statements

The DP98 contains policy statements on a range of subjects including ﬁve on surface access. All these policies have been reconsidered as part of the Master Plan process to establish if they are still relevant. The revised policies are listed overleaf.

Policy 1 The Airport will seek to ensure the provision of good surface access opportunities to EMA, commensurate with the forecast growth in its operations and sustainability considerations.

Policy 2 The Airport will continue to support the valuable work of the EMA Transport Forum, and will monitor and regularly review and roll-forward the EMA Surface Access Strategy.

Policy 3 The Airport will co-operate and work jointly with a wide range of stakeholders and partners including GOEM, DfT, the Highways Agency, local authorities, public transport operators and other Transport interests, with a view to enhancing access to EMA, particularly by public transport and other sustainable modes such as cycling and walking, and by encouraging integration of transport modes at appropriate locations.

Emphasis will be placed on improving access by public modes to the Three Cities and sub- regional centres such as Loughborough, and on capitalising on the opportunities arising from the new East Midlands Parkway Station and shuttle bus facility.

Policy 4 The Airport will continue to co-operate with the Highway Authorities to encourage the use of appropriate routes by airport-related trafﬁc by means of signing on major highways, and to discourage the use of inappropriate routes through the management of its own vehicle ﬂeet and via its agreements with tenants and concessionaires.

Policy 5 The use of sustainable transport will be emphasised in material published by the Airport for the guidance of passengers and other airport users. Employees travelling to and from the airport site will be encouraged to car-share, use public transport and, where appropriate, cycle and/ or walk.

MASTER PLAN 28