Master Plan
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www.eastmidlandsairport.com
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 cargorelated 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
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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
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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. Throughticketing 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.
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.
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Appendix 6
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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 offsite airport car park, which could amongst other things restrict its availability for its core rail
passengers.
MASTER PLAN
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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.
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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 Subgroup, 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.
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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:
A6.3.10
•
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.
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
A6.3.11
•
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 onwardbound connections for all three counties and beyond.
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
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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.
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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
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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 StoresStenson line be revisited through the remapping of the rail franchises, this raises the possibility
of an airport station at Castle Donington.
Appendix 6
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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 subregional 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.
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