Towards : 2030 Airport Master Plan to 2030 …...Towards : 2030 Planning a sustainable future for...

Towards : 2030

Planning a sustainable future for air transport in the Midlands

Airport Master Plan to 2030

Birmingham International Airport 2007

02

Foreword by Managing Director 04

Section One – Introduction

1. Introduction 05

2. Aims & Objectives 09

3. Location & History 10

4. Policy Context 12

5. Forecasts 19

6. Sustainability 25

Section Two - Policies

7. Development Proposals 36

8. Surface Access 66

9. Environmental Impacts & Mitigation 79

10. Land Acquisition & Compensation 96

Section Three - Proposals Maps

Airport Layout 2006 100

Airport Master Plan Proposals Map 2010 102




Airport Master Plan Summary of Environmental Features 110

Section Four - Appendices

Existing Airport Site & Facilities at Birmingham International Airport 114

Air Transport Trends at Birmingham International Airport 118

Glossary of Terms 120

03

Contents

The Government’s White Paper “The Future of

Air Transport”, published in December 2003, sets

out a clear policy framework for the development

of airports in the United Kingdom. The strategic

advantages of Birmingham International Airport,

with its proximity to motorways and the rail network,

are recognised, and it concludes that Birmingham

International Airport should continue to be developed

as the Midlands’ principal international gateway.

Birmingham International Airport is already one

of the Region’s main drivers of employment and

economic activity, but, in the future, it will have an

increasingly important role in supporting prosperity

and providing the international links that are so

important to modern business and society.

Following the White Paper, we published a Draft

Master Plan for consultation. The Draft Master

Plan was published on 31 October 2005, and the

consultation process remained open through to

31 March 2006 in order to provide all stakeholders

and interested parties with an opportunity to

comment on the proposals for Birmingham

International Airport’s future. We believe that the

programme of exhibitions and meetings which were

arranged for the Draft Master Plan demonstrated the

Airport Company’s commitment to the consultation

process, and this was reflected in the views and

responses we received from a wide a range of people

and organisations. In terms of the consultation

process for the Draft Master Plan, a separate report

is available on the Airport Company’s website, or

upon request from the Airport Company.

We believe this new Master Plan, “Towards 2030 :

Planning a Sustainable Future for Air Transport in the

Midlands”, demonstrates that the Airport Company

has listened to the consultation process and sets

out a balanced programme of development for the

Airport through to 2030. It shows how the Airport

Company believes that the scale of proposed

development can be provided in a progressive and

sustainable manner at Birmingham International

Airport. Some elements of the new plan will not

be required for many years, but we are setting out

our long-term vision for the Airport through to 2030.

In addition, the new infrastructure will need to be

provided in a manner which recognises the need to

manage and mitigate the environmental impact of

air transport and airport development.

This new Master Plan will not have any statutory

status, but it will inform the preparation of regional

and local planning policies.

In 1980, Birmingham Airport was based at the

Elmdon Terminal Site, handling some 1.5 million

passengers. At that time, West Midlands County

Council, the owners of the Airport, were also

engaged in planning for the Airport’s future and the

move across to the current Passenger Terminal Site

adjacent to the railway line and the NEC. That move

was, of course, successfully completed in 1984 and

what, at the time, may have appeared a dramatic

scale of new development, now enables the Airport,

together with the developments since, to handle a

current throughput of nearly 10 million passengers

per annum.

This Master Plan now sets out the next stages

of development at the Airport, which we are sure

can be delivered in an equally successful, and

sustainable, way.

04

Foreword by Managing Director

Joe Kelly

Acting Manageing Director

Birmingham International Airport

Section One

05

Introduction

Policies

This section sets out the context and reasons for the Airport Master Plan, and provides a review of Birmingham International Airport’s prospects for growth in the future.

The Airport Company’s Mission Statement:

The Airport Company’s Long-Term Vision:

The Airport Company aims to provide for the future air transport needs of the Midlands, with quality facilities and services at Birmingham International Airport and within a programme of sustainable development, which balances the economic importance of the Airport to the Region with the need for environmental controls and mitigation.

06

Figure 1.1 – Location of Birmingham International Airport

Section One

1. Introduction

AccesstoAirTravel

1.1 Overthelast50years,accesstoairtravelhasbecomeincreasinglyimportanttotheUKanditsregions.Itis

importantforbusiness,commerceandindustryinprovidingaccesstomarkets;itisimportantforeconomic

development and regeneration by supporting inward investment; it is important for tourism by providing

access toUKdestinationsandattractions;and it is important to the residentsof theUK inprovidingan

efficienttransportsystemforsocialandleisurepurposes.Theneedanddesireforaccesstosustainableair

travelisexpectedtocontinuetoincreaseinthefuture,withairportsbecomingincreasinglyimportantforthe

developmentofregionaleconomies.

1.2 TheMidlandsisoneofthemajorregionsoftheUK,withacatchmentareaofsome8millionpeopleliving

withinonehourtraveltimeofBirminghamInternationalAirport.Inaddition,intheWestMidlandsalone,there

areover188,000businesses.Currently,lessthan40%oftheregion’sdemandforairtravelisservedwithin

theregion,with34%(in2006)relyingonairportsinthesoutheast.Thisisanunsustainablesituationthat

createslargenumbersofunnecccesarysurfaceaccesstripsandcontributestocongestioninotherregions.

1.3 BirminghamInternationalAirportislocatedintheMetropolitanBoroughofSolihull,adjacenttotheNational

ExhibitionCentre(NEC)and8milessoutheastofBirmingham’scitycentre.TheAirportwasopenedin1939,

butitsroleasamoderninternationalairportreallybeganin1984,whennewpassengerterminalfacilitieswere

opened.Since1984,theAirporthasbenefitedfromahighqualityofpassengerterminalfacilitiesandexcellent

surfaceaccessbyroadandpublictransporttodeliverstronggrowthoverthelasttwentyyears.TheAirportis

nowthesixthlargestairportintheUK,intermsofpassengerthroughput.

PassengerActivityofBusiestUKAirportsin2006,1996and19861

PlanningfortheFuture

1.4 In2003, theGovernmentpublishedaWhitePaperonAirTransport. TheWhitePaper,“TheFutureofAir

Transport”,setsoutalongterm,strategicframeworkforthedevelopmentoftheairtransportindustryinthe

UK,withaPlanPeriodto20302.TheWhitePaperendorsestheimportantroleofairtransportinsupportingthe

nationaleconomyandacknowledgesthesocial importanceofaccesstoair travel. Italsorecognisesthe

environmental impacts of air transport and proposes stringent environmental control and mitigation

measures.

07

1SECTION

Heathrow

TerminalPassengers(Millions)2006



Gatwick

Stansted

Manchester

Luton

Birmingham

Glasgow

Edinburgh

Bristol

Newcastle

67.339

34.080

23.680

22.124

9.415

9.056

8.820

8.607

5.710

5.407

55.727

24.099

4.808

14.467

2.406

5.351

5.470

3.808

1.394

2.425

31.310

16.309

0.546

7.508

1.962

2.091

3.101

1.649

0.469

1.248

Footnote1www.caa.co.uk

Footnote2www.dft.gov.uk

08

1.5 TheWhitePaperendorsestheimportantroleofregionalairportsinsupportingsustainableregionaleconomic

developmentandregeneration;inincreasingregionalchoiceforairtravel;andinrelievingcongestioninthe

southeastbythe‘clawingback’oftrafficwhichcurrentlytravelstothesoutheastforaccesstoairtravel.

IntheMidlands,theWhitePapersupportsfurtherdevelopmentatBirminghamInternationalAirport,including

anextensionoftheexistingrunway,andproposesanewsecondrunway,butitalsoemphasisestheneed

forcontinuingenvironmentalcontrolsandmitigationmeasures.TheWhitePaperdoesnotitselfauthoriseany

specificproposals,butitsetsastrategicframeworktoguidefuturedecisionsonairportdevelopment.

1.6 TheWhitePaperexpectsairportoperatorstoproducenewairportmasterplans(orupdateexistingones).

Therefore, the Airport Company welcomed the White Paper, and its support for long term, sustainable

development at Birmingham International Airport, and published a Draft Master Plan, for consultation, in

2005.

1.7 In2006,theGovernmentpublishedaProgressReportontheWhitePaper.TheProgressReport,“TheFuture

ofAirTransportProgressReport”3,maintainsthelongterm,strategicframeworkforthedevelopmentoftheair

transportindustryintheUK.TheProgressReportalsomaintainstheimportantroleofairtransportinsupporting

thenationaleconomyandmeetingthesocialneedsforaccesstoairtravel.However,theProgressReport

recognisestheincreasingimportancebeingplacedontheenvironmentalimpactsofairtransportandmaintains

theneedforstringentenvironmentalcontrolandmitigationmeasures.

Balanced Approach

1.8 The Airport Company recognises the need for a balanced approach to development. In its strategy for

sustainabledevelopment,“ABetterQualityofLife”4,theGovernmentidentifiesthefollowingobjectives:

> Socialprogresswhichrecognisestheneedsofeveryone.

> Effectiveprotectionoftheenvironment.

> Prudentuseofnaturalresources.

> Maintenanceofhighandstablelevelsofeconomicgrowthandemployment.

TheseprinciplesunderpinthefuturedevelopmentplansforBirminghamInternationalAirport.

1.9 TheAirportCompanyhasdevelopedthisMasterPlantoprovideadetailedstatementofthefuturelanduse

requirementsandsustainabledevelopmentstrategieswhichwillbenecessarytoaccommodatetheforecast

growthinairtransportactivity,mitigateenvironmentalimpactsandavoidconflictswhichcouldcompromisethe

Airport’slongtermfuture.

Consultation

1.10 TheAirportCompanyfirstpublishedaMasterPlanin1995(“Vision2005”)5,whichhadaPlanPeriodto2005.

ThisnewMasterPlan (“Towards2030 :PlanningaSustainableFuture forAirTransport in theMidlands”)

replacesVision2005,andsetsoutalong-termstrategyto2030.

1.11 ADraftMasterPlanwaspublishedin2005,whichwasthesubjectofanextensiveconsultationprocesslasting

from1November2005throughto31March2006.Therefore,thisMasterPlanhasbeenthesubjectofan

extensive programme of public consultation with local communities, the wider public, national and local

government,thebusinesscommunityandlocalinterestgroups,aspartofaprocessofcommunityinvolvement.

TheresultsofthisconsultationprocesshavebeencarefullyconsideredbytheAirportCompany,beforebeing

adoptedinthisnewMasterPlan.

Section One

Footnote 3www.dft.gov.uk

Footnote 4www.sustainable-development.gov.uk

Footnote 5www.bhx.co.uk

09

1SECTION

2. Aims&Objectives

2.1 ThespecificaimsandobjectivesofthisMasterPlanareto:

i. Illustratehow the furtherdevelopmentofBirmingham InternationalAirport isconsistentwithnational,

regionalandlocalpolicies.

ii. ProvideaframeworkforthesustainabledevelopmentofBirminghamInternationalAirport:

> settingouttheprospectsforgrowthinairtrafficto2030.

> identifyingthenewairfield,passengerterminalandassociatedancillaryfacilitieswhichcanbest

accommodatetheforecastgrowthinairtrafficto2030.

> identifyingtheareasoflandoutsidetheAirport’scurrentboundarieswhichwillberequiredforthe

futuredevelopmentoftheAirport.

iii. AssessthesurfaceaccessimplicationsofthefurtherdevelopmentofBirminghamInternationalAirport

andfacilitatethedevelopmentofasustainable,multi-modalsurfaceaccessstrategyfortheAirport,in

conjunctionwithotheragencies,stakeholdersandsurfaceaccessproviders.

iv. Outline the Airport Company’s overall approach to sustainability and its proposals for environmental

mitigationmeasures.

v. Inform,andprovide,abasistoaddresstheneedsofBirminghamInternationalAirport,anditsproposed

furtherdevelopment,withinthestatutoryDevelopmentPlanprocess.

10

3. Location&History

AirportLocation

3.1 BirminghamInternationalAirport is locatedintheMetropolitanBoroughofSolihull,adjacenttotheCityof

BirminghamandintheWestMidlandsconurbation.

3.2 Geographically,theAirportislocatednorthofSolihullTownCentreandsouthofChelmsleyWood,closetothe

communitiesofBickenhill,Elmdon,Hampton-in-ArdenandMarstonGreen.TotheimmediateeastoftheAirport

istheNationalExhibitionCentre(NEC),andbeyondisthe‘MeridenGap’,anareaofGreenBeltextendingtowards

theCityofCoventry.TothenortheastistheBirminghamBusinessPark.TothewestoftheAirportisBirmingham

andthesuburbsofGarrettsGreen,KittsGreen,SheldonandYardley,whicharelargelyresidentialincharacter,

butalsocontainsignificantcommercialandindustrialdevelopment,togetherwitha‘greenwedge’comprising

theSheldonCountryParkandtheHatchfordBrookGolfCourse.

3.3 Thereareanumberoflarge,single,landusesclosetotheAirport.TheseincludetheNEC,theBirmingham

BusinessPark(ahightechnologyindustrialandbusinesspark),theElmdonTradingEstate(anditsextension

calledBirminghamInternationalPark),BirminghamInternationalRailwayStation,andTrinityPark(anofficeand

businesspark).

3.4 BirminghamInternationalAirportislocatedatthecentreofthenationalmotorwaysystemandhasfirstclass

accesstonationalandlocalroadnetworks.TheAirportisalsolocatedatthecentreofthenationalrailnetwork

andislinkeddirectlytoBirminghamInternationalStation.

3.5 IntheWestMidlands,thereareother‘secondary’airportsandairfields,includingCoventryAirport,Wolverhampton

Airport(formerlyknownasHalfpennyGreenAirfield)andWellesbourneMountfordAerodrome.

3.6 Elsewhere,intheMidlands,isEastMidlandsAirport,whichprovidespassengerservicesandisalsothethird

largestfreightairportintheUK.

Origins

3.7 TheoriginsofBirminghamInternationalAirportdatebackover65years,whentheCityofBirminghamembarked

ontheconstructionofamunicipalairportonagreenfieldsite.Birmingham‘Elmdon’Airportwasopened

forbusinesson1May1939.TheAirportwasrequisitionedduringthewaryears,andwasnotreturnedtothe

CityofBirminghamuntil1960.Post-warscheduledservicesstartedin1949and,by1961,300,000passengers

wereusingtheAirport.Bytheearly1970’s,afterpassengerterminalandairfieldextensions,thepassenger

throughputhadincreasedtooveramillionpassengersp.a

Section One

11

1SECTION

Ownership

3.8 In1974,ownershipof theAirport transferred to thenewlycreatedWestMidlandsCountyCouncil,which

undertookstudiesintotheexpansionoftheAirport.TheGovernment’s1978WhitePaperonAirportsPolicy

definedtheAirportasasecondtiermajorregionalairport(‘CategoryB’airport).AfteraPublicInquiryin1979,

approvalwasgivenforanewPassengerTerminal(nowTerminal1)andassociatedinfrastructure.Construction

ofthenewpassengerterminalfacilitiesbeganin1981,andoperationsweretransferredtothe‘new’Passenger

TerminalSitefrom4April1984.

3.9 AftertheabolitionoftheWestMidlandsCountyCouncil,on31stMarch1986,theAirport’sownershippassed

totheWestMidlandsDistrictsJointAirportCommittee,composedofthesevenDistrictCouncilsintheformer

WestMidlandsCountyCouncilarea.

3.10 TheAirportsAct1986introducedlegislationthatrequiredairportswithaturnoverinexcessof£1millionto

becomePublicLimitedCompanies.BirminghamInternationalAirportwasoneofthoseairportsand,onthe

1stApril1987,itbecameBirminghamInternationalAirportplc,withshareswhollyownedbythesevenDistrict

Councilsof theWestMidlandsCountyarea (i.e.BirminghamCityCouncil,CoventryCityCouncil,Dudley

Metropolitan Borough Council, Sandwell Metropolitan Borough Council, Solihull Metropolitan Borough

Council,WalsallMetropolitanBoroughCouncilandWolverhamptonCityCouncil),distributedinproportionto

theDistrictpopulations.

3.11 In 1997, the Airport Company was restructured and a holding company was introduced in the form of

BirminghamAirportHoldingsLimited,with theshareholdingof thesevenDistrictCouncilsbeing reduced

to 49% of the new structure, 48.25% of the shareholding being sold to the private sector and 2.75%

of the shareholding being held by employees through an Employee Trust Fund. Since 1997, there have

beenchanges in theprivatesectorshareholding,whichhas resulted in48.25%of thesharesnowbeing

ownedbyAirportGroupInvestmentsLimited(alimitedcompanyownedbytheOntarioTeachers’Pension

PlanandVictoriaFundsManagementCorporation).

Airport Role

3.12 BirminghamInternationalAirportservesakeyroleasamajorcontributortoeconomicactivityandregeneration

intheWestMidlandsandthewiderMidlandsregion.TheAirportprovidesaccesstoairtravelforacatchment

areaofsome8millionpeople livingwithin1hour travel time (and36millionpeople livingwithin2hours

traveltime).Forbusiness,commerceandindustry,theAirportprovidesaccesstonewandwidermarkets.

Economicdevelopmentandregenerationisencouragedbyfacilitatinginwardinvestment.Inboundtourism

issupportedbyprovidingaccesstoUKdestinationsandattractions. Forthe localpopulation,accessto

Europeandworldwidedestinationsisprovidedforsocialandleisurepurposes.

3.13 Infulfillingtheroleofsupportingtheregionaleconomy,theAirportitselfisamajorcentreofeconomicactivity

andemployment.Currently,therearesome7,500jobssupportedon-site(withfurtherjobsoff-site)andthe

Airportisestimatedtocontributesome£272milliontotheregionaleconomy.

3.14 BirminghamInternationalAirportuniquelyprovidesforaccesstoairtravelinatrulyintegratedway,performing

asaregionalandlocaltransporthubwithawiderangeofinterchangefacilitiesacrossallmodes.

12

4. PolicyContext

NationalAirportsPolicy

4.1 In2003,theGovernmentpublishedaWhitePaperonAirportsandAirTransport-TheFutureofAirTransport

(‘TheWhitePaper’).TheWhitePaper,publishedafteranearlierperiodofpublicconsultationorganisedbythe

DepartmentforTransport(includingconsultationon“TheFutureDevelopmentofAirTransportintheUnited

Kingdom : Midlands” or “RASCO”, published by the Department for Transport in 2002)6, sets out a

long-term, strategic framework for the development of the air transport industry in the UK, with a Plan

Period to2030. TheWhitePaperendorses the important roleof air transport in supporting thenational

economyandacknowledgesthesocialimportanceofaccesstoairtravel.Italsorecognisestheenvironmental

impactsofairtransport,withstringentenvironmentalcontrolandmitigationmeasuresproposed.

4.2 Abalancedapproachtothefutureofairtransportisrecommendedwhich:

> “recognises the importance of air travel to our national and regional economic prosperity, and that not

providing additional capacity would significantly damage the economy and national prosperity;

> reflects people’s desire to travel further and more often by air, and to take advantage of the affordability

of air travel and the opportunities this brings;

> seeks to reduce and minimise the impacts of airports on those who live nearby, and on the natural

environment;

> ensures that, over time, aviation pays the external costs its activities impose on society at large – in

other words, that the price of air travel reflects its environmental and social impacts;

> minimises the need for airport development in new locations by making best use of existing airports

where possible;

> respects the rights and interests of those affected by airport development;

> provides greater certainty for all concerned in the planning of future airport capacity, but at the same

time is sufficiently flexible to recognise and adapt to the uncertainties inherent in long-term

planning.”

4.3 TheWhitePaperendorsestheimportantroleofregionalairportsinsupportingregionaleconomicdevelopment

andregeneration;inincreasingregionalchoiceforairtravel;andinrelievingcongestioninthesoutheastby

the‘clawingback’oftrafficwhichcurrentlytravelstothesoutheastforaccesstoairtravel.IntheMidlands,

theWhitePapersupportsfurtherdevelopmentatBirminghamInternationalAirport,includinganextensionof

theexistingmainrunway,andproposesanewsecondrunway.Initsearlierconsultationprocess,arangeof

optionsforanewrunwayintheMidlandswereconsideredbytheDepartmentforTransport.However,the

WhitePaperproposesashort,wide-spacedsecondrunwayatBirmingham,asthebestoptiontoreduce

environmentalimpacts.

4.4 TheWhitePaperforecaststhattrafficlevelswillincreasetobetween32millionpassengersp.a.and40million

passengersp.a.by2030(dependent,inpart,onthelevelofgrowthatairportsinthesoutheast).Althoughthe

WhitePaperforecastssuggestthatanewsecondrunwayatBirminghammaybeneededaround2016,the

WhitePaperleavesitfortheairportoperatortojudgewhentheprojectwouldbecommerciallyviable.

Section One


13

1SECTION

4.5 Thepreferredoption, in theWhitePaper, foranewsecondrunwayatBirmingham is identifiedashaving

significantlylessenvironmentalimpactcomparedtotheoptionsproposedbytheDepartmentforTransportin

itsearlierconsultationprocess.Evenso,stringentenvironmentalcontrolsandmitigationarerecommended,

includingarestrictionoftheuseoftheproposedsecondrunwaytoaircraftwithaNoiseQuotaof0.5,orless,

andaNightTimeclosure.

4.6 TheWhitePaperalsoemphasises that theAirportCompanywill need toworkcloselywith the transport

authorities,transportprovidersandregionalstakeholderstodeveloparobustmulti-modalsurfaceaccess

strategy,withalong-termtargetfora25%PublicTransportModeShare.

4.7 TheWhitePaperdoesnotitselfauthoriseanyspecificdevelopment,butitsetsastrategicframeworktoguide

futuredecisionsonairportdevelopment.TheWhitePaperexpectsairportoperatorstoproducenewairport

masterplans,orupdateexistingairportmasterplans,takingaccountoftheWhitePaper.

4.8 TheAirportCompanywelcomedtheWhitePaper,recognisingthebenefitsofastrategicapproachtoairport

development.TheAirportCompanybelievesthatBirminghamInternationalAirportcanbedevelopedina

sustainableway,continuingtoservetheMidlands’needsforaccesstoairtravelandairtransportandsupporting

regionaleconomicdevelopmentandregeneration.Thiswouldenablebestusetobemadeoftheexisting

airportsiteandavoidtheneedfordevelopmentofanewairport inanewlocation.However,abalanced

approachwillbeneededthatseekstoreducetheimpactsoftheAirportonthosethatlivenearby,andonthe

naturalenvironment.

4.9 In2004,theAirportCompanyformallycommittedtoproduceanewMasterPlanforBirminghamInternational

Airport, and, in 2005, the Airport Company published a new Draft Airport Master Plan, for public

consultation.

4.10 In2006,theGovernmentpublishedaProgressReportontheWhitePaper-TheFutureofAirTransportProgress

Report(‘TheProgressReport’)7.TheProgressReportmaintainsthelongterm,strategicframeworkforthe

developmentoftheairtransportindustryintheUK.TheProgressReportalsomaintainstheimportantroleof

airtransportinsupportingthenationaleconomyandmeetingthesocialneedsforaccesstoairtravel.However,

theProgressReportrecognisestheincreasingimportancebeingplacedontheenvironmentalimpactsofair

transportandmaintainstheneedforstringentenvironmentalcontrolandmitigationmeasures.


14

Regional Planning Policy

4.11 Birmingham International Airport is a key part of the West Midlands’ regional economy and transport

infrastructure, and is recognised as being of fundamental importance to the economic well-being and

competitivenessoftheWestMidlandsRegion.ThedevelopmentofBirminghamInternationalAirportisalso

identifiedasoneofthefivetransportprioritiesfortheWestMidlandsRegionalAssembly.

4.12 In2004,theGovernmentOfficefortheWestMidlandspublishedtheWestMidlandsRegionalSpatialStrategy8

(formerlyRegionalPlanningGuidancefortheWestMidlands)withaPlanPeriodto2021.

4.13 FourmajorchallengesareidentifiedintheWestMidlandsRegionalSpatialStrategy,theseare:

> “Urban Renaissance – developing the Major Urban Areas in such a way that they can increasingly meet

their own economic and social needs in order to counter the unsustainable outward movement of people

and jobs facilitated by previous strategies”;

> “Rural Renaissance – addressing more effectively the major changes which are challenging the traditional

roles of rural areas and the countryside”;

> “Diversifying and Modernising the Region’s Economy –ensuring that opportunities for growth are linked

to meeting needs and that they help reduce social exclusion”;

> “Modernising the Transport Infrastructure of the West Midlands – supporting the sustainable

development of the Region”.

4.14 TheWestMidlandsRegionalSpatialStrategystates,inSection7ProsperityforAll,that:

“Critical to the success of the Spatial Strategy will be the future performance of the Region’s economy.”

4.15 TherearepoliciesinSection7ProsperityforAllconcerningeconomicdevelopmentandbusiness,commerce,

industryandtourism,whereaccesstoairtravelwillbeimportant.Inaddition,therearepoliciesconcerning

employmentandregeneration,whereBirminghamInternationalAirport,asamajoremploymentcentreinthe

WestMidlandsRegion,willbecritical.InSection7ProsperityforAll,thereisalsoPolicyPA12Birmingham’s

RoleasaWorldCity,whichidentifiesthefurtherdevelopmentopportunitiesandsupportinginfrastructurewhich

willbenecessarytodevelopBirminghamasa‘worldcity’,including:

“maintaining the accessibility of the City within the Region and strengthening its international links by air

and rail”;

“significantly improving major transport interchange facilities …..”

4.16 PolicyPA12isalsosupportedwithanadditionalparagraphwhichstates:

“The City Council should work closely with immediate neighbours, particularly Solihull MBC, in relation to

Birmingham International Airport and the National Exhibition Centre. Wider regional partnerships will be

significant, for example in relation to the delivery of transport improvements, to ensure that benefits are

shared as widely as possible.”

Section One

Footnote 8www.wmra.gov.uk

15

1SECTION

4.17 InSection9TransportandAccessibility,theWestMidlandsRegionalSpatialStrategyincludesaspecificpolicy

onairtransportandairports.PolicyT11Airportsstates:

“Birmingham International Airport will continue to be developed as the West Midlands’ principal

international airport with appropriate facilities in order to increase the extent to which it serves a wider range

of global destinations to meet the Region’s needs.”

4.18 TheWestMidlandsRegionalSpatialStrategyis,currently,thesubjectofapartialreview,includingPolicyT11

AirportsfollowingthepublicationoftheWhitePaper.

Local Planning Policy

4.19 BeinglocatedentirelywithintheMetropolitanBoroughofSolihull,BirminghamInternationalAirportissubjectto

thelocalplanningpoliciesofSolihullMetropolitanBoroughCouncil.Thesepoliciesaremorelocallyfocused

thanthoseoftheWestMidlandsRegionalSpatialStrategy.Thepoliciesofotherneighbouringlocalauthorities

arealsorelevant,andinparticularthoseofBirminghamCityCouncil.

4.20 TheexistingformatfortheWestMidlandsCountyarea,whichreplacedtheformerStructurePlanandLocal

Planprocess,isthe‘UnitaryDevelopmentPlan’process.TheUnitaryDevelopmentPlanprocessassesses

futurelanduseneedsandmakesprovisionforthembythedesignationoflandandpoliciesagainstwhich

subsequentproposalsfordevelopmentcanbeconsidered.However,followingthePlanningandCompulsory

Purchase Act 2004, the Unitary Development Plan process has been replaced by a Local Development

Frameworkprocess,withnewLocalDevelopmentFrameworks(LDFs)tobeproducedbylocalauthoritiesto

replaceUnitaryDevelopmentPlans(UDPs).

Solihull

4.21 TheSolihullUnitaryDevelopmentPlan9 (withaPlanPeriod to2011,andsubject to its replacementbya

SolihullLocalDevelopmentFramework)wasadoptedbySolihullMetropolitanBoroughCouncilin2006,and

states,forBirminghamInternationalAirport:

“Policy E4 Birmingham International Airport

The Council will support further proposals to develop the Airport for passenger and freight services within

the Airport boundary indicated on the Proposals Map. Such proposals could include terminal facilities, public

transport facilities, and other developments needed for Airport operational purposes.

Reasoned proposals for ancillary or complementary facilities, such as hotels or administrative offices may be

supported provided they are justified, appropriately located and do not prejudice its prime purpose as

an Airport or conflict with other policies of the Plan. Development proposals should seek to minimise any

adverse environmental impacts, including air pollution, and should achieve a high standard of design and

appearance reflective of the importance and prestige of the Airport. Significant proposals for growth will be

expected to reduce dependence on the private car”.

Footnote 9www.solihull.gov.uk

16

“Policy T15 Future Development at Birmingham International Airport

The Council will support further development at Birmingham International Airport providing that the following

criteria are satisfied:-

(i) The proposed development does not cause an unacceptable level of environmental impact to the

surrounding area and that everything reasonably possible is done to mitigate harmful effects;

(ii) The Airport must use its best endeavours to ensure that as much traffic as possible is accommodated on

public transport or other sustainable forms of travel in accordance with an agreed travel plan;

(iii) The traffic impact on the surrounding highway network is acceptable; and

(iv) The development is consistent with Policy E4 of the Plan.

Any proposal to extend the main runway will need to be assessed against the following criteria

(i) The proposal can be clearly justified in terms of reducing the need for passengers originating from the

Region to travel outside it to undertake long distance air travel;

(ii) Clear and important economic benefits to the Region can be demonstrated;

(iii) The environmental impact is minimised including impacts on noise, air and water quality, landscape,

ecology, archaeology, cultural heritage, local communities and facilities that serve them;

(iv) The noise impact is acceptable, or can be made acceptable by implementing appropriate noise mitigation

measures;

(v) Impacts on existing land uses affected can be minimised;

(vi) There is clear, measurable, and significant progress both at time of application and within the plan period to

secure increased use of public transport for passengers and staff; and

(vii) Exceptional circumstances can be clearly demonstrated that would override the normal presumption

against development in the Green Belt.”

4.22 The Solihull Unitary Development Plan is to be replaced with a Solihull Local Development Framework,

withapotentialPlanPeriodto2021.TheAirportCompanyconsidersthisMasterPlantobeappropriateto

informthepreparationofthenewSolihullLocalDevelopmentFramework.

Birmingham

4.23 TheBirminghamUnitaryDevelopmentPlan10

(withaPlanPeriodto2011,andsubjecttoitsreplacementbya

BirminghamLocalDevelopmentFramework),alsoreferredtoas“TheBirminghamPlan”,wasadoptedby

BirminghamCityCouncilin2006.TheBirminghamUnitaryDevelopmentPlanemphasisestheimportanceofthe

CityofBirminghamanditsambitionstoberecognisedasa‘worldcity’.Inthiscontext,BirminghamInternational

Airporthasamostimportantroletoplay,andtheBirminghamUnitaryDevelopmentPlanstates,forBirmingham

InternationalAirport:

Section One

Footnote 10www.birmingham.gov.uk

17

1SECTION

“6.53. TheCityCouncilwillseekto:

(a) EncouragethesustainedandbalancedgrowthofBirminghamInternationalAirportleadingtoanincreased

rangeofdirectlongandshorthaulservices.

(b) SecureappropriateandcomplementaryimprovementsinpublictransportlinkstotheCityandtothe

motorway/trunkroadnetworkandintermsofinterchangeattherailstation.

(c) Ensurethattheexpansionisachievedwithprotectionofthelocalenvironment.

(d) EnsurethatanynewparkingfacilitiesprovidedinBirminghamspecificallytoserveAirportuserswillnot

underminetheAirport’spublishedtargetsforpublictransportusage.”

4.24 The Birmingham Unitary Development Plan is to be replaced with a Birmingham Local Development

Framework,withapotentialPlanPeriodto2021. TheAirportCompanyconsidersthisMasterPlantobe

appropriatetoinformthepreparationofthenewBirminghamLocalDevelopmentFramework.

DevelopmentControl

4.25 DevelopmentatBirminghamInternationalAirportissubjecttothenormalplanningand‘DevelopmentControl’

processes,assetoutintheTownandCountryPlanningAct199011

(asamended)andrelevantcirculars,directions

andguidance.However,underthetermsofTheTownandCountryPlanning(GeneralPermittedDevelopment)

Order1995(asamended)12

,theAirportCompanyhas‘permitteddevelopment’rightsforcertaintypesof‘aviation

development’,subjecttosubmissionofdetails(ratherthanaPlanningApplication)oftheproposeddevelopment

toSolihullMetropolitanBoroughCouncil,astheLocalPlanningAuthority.

4.26 Incaseswheredevelopmentwouldnotbe‘permitteddevelopment’,theAirportCompanyappliesforPlanning

Permission,bywayofaPlanningApplication.

AerodromeSafeguarding

4.27 BirminghamInternationalAirport,incommonwithothermajorairports,issituatedatthecentreofaseriesof

‘obstaclelimitationsurfaces’whichdefine,relativetotherunway,maximumacceptableheightsforbuildingsand

otherstructures.Theprotectionofthesesurfacesisundertakenaspartofthe‘AerodromeSafeguarding’

process.

4.28 AerodromeSafeguardingisaprocessofstatutoryconsultationbetweenlocalplanningauthoritiesandairport

operators,whichissetoutinSafeguardingAerodromes,TechnicalSitesandMilitaryExplosivesStorageAreas:

TheTownandCountryPlanning(SafeguardedAerodromes,TechnicalSitesandMilitaryExplosivesStorage

Areas)Direction200213

(issued jointlybytheOfficefor theDeputyPrimeMinisterandtheDepartment for

Transport).

4.29 Theprocessisintendedtoensurethatanairport’soperationisnotinhibitedbydevelopmentwhichmight

infringetheaerodrome’sobstaclelimitationsurfacesandapproachlighting;compromisetheaccuracyofradar

andelectronicaidstoairnavigation;orcreateabirdstrikehazardtoaircraft(i.e.fromlandusessuchaswaste

disposalandsewagetreatment,areasofopenwaterandlargelandscapingschemes).Localplanningauthorities

are issuedwithSafeguardingMaps forairports,whichenable themto identifyplanningapplications,and

proposeddevelopment,onwhichtheairportoperatorsshouldbeconsulted.

Footnote 11www.communities.gov.uk

Footnote 12www.communities.gov.uk


18

Public Safety Zones

4.30 TheMainRunwayatBirminghamInternationalAirport,againincommonwithothermajorairports,issubjectto

thedefinitionof‘PublicSafetyZones’(PSZs),whichareareasthatextendoutfromarunway’slandingthreshold.

PublicSafetyZonesarethemeansofidentifyingtheareawheretheriskofanaircraftaccident,whilstextremely

low,maybesuchastomeritrestrictionsontheuseofland.Therefore,PublicSafetyZonesareimportantinthe

overallDevelopmentControlprocesswithrespecttoairports.

4.31 ThecurrentPublicSafetyZonesforBirminghamInternationalAirportweredefinedbytheControlofDevelopment

inAirportPublicSafetyZones14

(acircularissuedbytheDepartmentforTransportin2002).Thebasicpolicy

objectiveisthatthereshouldbenoincreaseinthenumberofpeopleliving,workingorcongregatinginthe

PublicSafetyZones,basedonthe1in100,000individualriskcontourofdeathorinjurytopeople,onthe

ground,intheeventofanaircraftaccidentontake-offorlanding.Inaddition,theSecretaryofStatewishes

tosee theemptyingofalloccupied residentialproperties,andofallcommercialand industrialproperties

occupiedasnormalall-dayworkplaces,basedonthe1in10,000individualriskcontour.Thereare,currently,

nosuchpropertiesapplicabletoBirminghamInternationalAirport.

4.32 LocalplanningauthoritiesareissuedwiththePublicSafetyZonesforairports,whichenablethemtoidentify

planning applications, and proposed development, on which the Department for Transport should be

consulted.

Section One


19

1SECTION

5. Forecasts

Introduction

5.1 TheDepartmentforTransportproducedhighlevelairtrafficforecastsforBirminghamInternationalAirportas

partoftheWhitePaper,andtheseforecastshavebeenreviewedwithintheProgressReport.Government

forecastsprovidethebestavailableframeworktotakeaccountofnationalandinternationalpoliciesoneconomic

growth,taxationandenvironmentalconstraints,andtheyhavebeenreviewedbytheAirportCompanyandused

asthebasisfortheforecastsinthisMasterPlan.

HistoricalGrowth

5.2 Birmingham International Airport has experienced strong growth in passenger activity over the last two

decades,averagingat7.8%growthp.a.ThisgrowthratehassignificantlyexceededthatofmanyotherUK

airports,withBirmingham’sshareoftheUKmarketincreasingfrom2.9%in1986to3.9%in2006.

5.3 TheopeningofthenewPassengerTerminal(‘MainTerminal’,now‘Terminal1’),in1984,andthe‘Eurohub’

PassengerTerminal(now‘Terminal2’),in1991,havebeenamajorstimulusforscheduledroutedevelopment.

Birmingham International Airport now has a comprehensive range of short-haul Domestic and European

scheduledservices,togetherwithlong-haulscheduledservicestotheAsianSub-Continent,theMiddleEast

andNorthAmerica.

5.4 Since1984,therehasalsobeensubstantialgrowthinthechartermarketsectoratBirminghamInternational

Airport,reflectingthegrowingdemandforoverseasleisuretravel.However,thetraditionalshort-haulcharter

markethas,morerecently,beenchallengedby the ‘no frills’operators,providingservices tomanyof the

traditional‘sunroutes’.

5.5 Thegrowthinthe‘no-frills’marketsectorhasbeenamorerecenttrendatBirminghamInternationalAirport.

Therehasbeenincreasingdemandforthesetypeofservicesandthereisnowarangeof‘no-frills’airlines

operating at Birmingham International Airport, with routes to both Domestic and short-haul European

destinations,servingbothleisureandbusinessneeds.

CurrentActivity

5.6 Intheyearending31December2006,BirminghamInternationalAirporthandled9.147millionPassengersand

108,658AirTransportMovements(ATMs).BirminghamInternationalAirportiscurrentlythesixthlargestinthe

UK(thesecondlargestoutsideLondon)and,byvirtueofitslocation,hasthelargestpotentialcatchmentofall

oftheUKregionalairports.

5.7 Currently,thebreakdown,bymarketsector,ofthetrafficatBirminghamInternationalAirportis:

> ‘NoFrills’:36%.

> Short-HaulScheduled:28%.

> Long-HaulScheduled:8%.

> Charter:28%.

20

Future Growth

5.8 FuturegrowthinactivitywillarisebybothanincreaseindemandfromtheAirport’sregionalcatchmentarea

andagreaterretention,or‘clawback’,oftrafficcurrentlytravellingoutsidetheregiontostartairtransport

journeys at other airports. Birmingham International Airport’s share of the Midlands’ regional market is

currentlyestimatedtobe36%.Bysatisfyinganincreasingproportionofthisdemandintheregionwhereit

arises,thisisforecasttogrowto57%by2030.

5.9 One of the significant areas of forecast growth is the long-haul sector. The existing length of the Main

Runwayprecludesthecommercialoperationofflightstotheeast(beyondtheGulf,theMiddleEastandthe

AsianSub-Continent),andtothewest(beyondtheEastCoastofCanada,theEastCoastoftheUSAandthe

Midwest of the USA). With an extension to the current runway, existing, new and emerging markets in

theAsianSub-Continent,SouthEastAsia,China,theFarEast,thePacificRimandSouthAfricacouldbe

served,togetherwiththeCanadianMidWestandtheWestCoastofCanada,andWestUSAandtheWest

Coastof theUSA. Anextensionto theMainRunwaywouldalsoallowcurrentlyconstraineddemandfor

long-haulchartertraffictobesatisfied.

5.10 Short-haulinternationalscheduledtraffichas,inpreviousyears,beenthefastestgrowingmarketsectorat

BirminghamInternationalAirport,andthegrowthinactivityforecast inthisMasterPlanassumesthatthis

marketsectorwillcontinuetogrowinthefuture.Thegrowthwillresultfromfurtheradditionstotheroute

network,aswellasgrowthonexistingroutesduetoincreasesinfrequencyandaircraftsize.Theadditional

short-hauldestinations,whichareconsideredtobeviable,willincludeEuropeancapitalsandregionalcities

andtowns.

5.11 Furthersignificantgrowthisalsoforecasttocontinueinthe‘nofrills’sector,withthedifferencesbetween

short-haulinternationalscheduledtrafficand‘nofrills’trafficbeingincreasinglychallenged.Potentialroutes

areanticipatedtoincludethetraditionalshort-haulEuropean‘sunroutes’andEuropeancitiesandtowns,for

bothbusinessandleisurepurposes,withCentralandEasternEuropepresentingnewopportunities.

5.12 In previous years, the charter sector has seen substantial growth at Birmingham International Airport.

However,morerecently,thismarketsectorhasbeenchallengedby‘no-frills’operatorsand,therefore,the

AirportCompanyanticipatesthatfuturegrowthwillbeinthelong-haulchartermarket,witharangeofnew

long-haulleisuredestinationsfollowinganextensiontotheMainRunway.

5.13 ThedomesticsectoratBirminghamInternationalAirportisrelativelymature,anddomestictrafficisforecastto

betheslowestgrowingmarketsector.Thereareunlikelytobemanynewopportunitiesfornewdomesticroutes

inthefuture.

Section One

1SECTION

21

5.14 In summary, theAirportCompany’s forecasts in this Master Plan are based around the followingmarket

sectors:

> Short-haulInternationalScheduledDestinationsandRoutes.

> Long-haulInternationalScheduledDestinationsandRoutes(includingthosethatrequireanextensionto

theMainRunway).

> ‘Nofrills’DestinationsandRoutes.

> DomesticDestinationsandRoutes.

> Short-haulCharterDestinationsandRoutes.

> Long-haulCharterDestinationsandRoutes (includingthosethat requireanextensiontotheMain

Runway).

Methodology

5.15 TheforecastingmethodologyusedinthisMasterPlanissimilartothatusedbytheDepartmentforTransportin

developing the forecasts in theWhitePaper. However, it updates the forecastswithmore recent survey

data; itconsidersrecentchanges in theaviation industry;and itassessesthepotential impactsof issues

concerningenvironmental impactsandclimatechange. Insummary, the forecastshavebeenderivedas

follows:

> determinetheexistingunderlyingmarketforallroutesfromtheMidlandscatchmentarea;

> apply selected growth rates to the underlying market for different destinations and routes, as

appropriate;

> assesstheproportionofmarketcapturethatBirminghamInternationalAirportcouldexpecttoattractand

anyappropriatechangesintheproportionovertime;

> introducenewdestinationsandroutes(includinglong-haul)whenthegrowthoftheunderlyingmarket,

andmarketcapture,isviable;

> considerthepotential impactsofnewairportandsurfacetransport infrastructureelsewhereinthe

UK;

Passenger Forecasts

5.16 TheoverallPassengerforecastsaresummarisedandsetoutinthetablebelow.

Passenger Related Air Transport Movement Forecasts

2006

PassengerTrafficForecast

2010

2015

2020

2030

9.2millionpassengersp.a.





Year

22

Air Transport Movements (ATMs) Forercasts

5.17 ToaccompanythePassengerforecasts,associatedAirTransportMovements(ATMs)havealsobeenforecast

forthePlanPeriodto2030.AgradualincreaseinaverageaircraftsizeisanticipatedoverthePlanPeriod.

In2006,theaveragenumberofpassengersperATMwas84(comparedwithanaverageof48in1986).By

2030,theaveragenumberofpassengersperATMisforecasttoincreaseto132.TheoverallAirTransport

Movementforecastsaresummarisedandsetoutinthetablebelow.

Passenger Related Air Transport Movement Forecasts

Activity Forecasts

Passengers 2005 – 2030

ATMs 2005 – 2030

Note:CAGR=CompoundAverageGrowthRate

Section One

2006

PassengerRelatedAirTransportForecasts

2010

2015

2020

2030

109,000p.a.

132,000p.a.

156,000p.a.

176,000p.a.

205,000p.a.

Year

35

30

25

20

15

10

05

02005 2010 2015 2020 2025

Year

Pas

seng

ers

per

ann

um(i

nm

illio

ns)

2030

300

100

50

0

ATM

sp

era

nnum

(in

thou

sand

s)

150

200

250

350

400

450

500

2005 2010 2015 2020 2025 2030Year

23

1SECTION

Comparison with the White Paper

5.18 Continuingandstronggrowthinpassengeractivityispredicted,whichisnotinconsistentwiththeDepartment

forTransport’sscaleofpassengerforecastsforBirminghamInternationalAirportintheWhitePaper.However,

theaggregateforecastsforPassengersinthisMasterPlanarelowerthanthoseforBirminghamInternational

AirportintheWhitePaper.The2030forecastforPassengersis27.2millionpassengersp.a.,comparedwith

31.7millionpassengersp.a.asforecastbytheDepartmentforTransportintheWhitePaper.

5.19 Continuing growth in Air Transport Movements is predicted, but there is a significant variance in the Air

TransportMovementforecastsinthisMasterPlancomparedwiththoseforBirminghamInternationalAirport

intheWhitePaper.The2030forecastforAirTransportMovementsis205,000ATMsp.a.,comparedwith

350,000ATMsp.a.asforecastbytheDepartmentforTransportintheWhitePaper.Thedifferenceisaccounted

forby lowerpassenger forecastsandan increasedproportionof ‘no-frills’ traffic in the forecasts for this

MasterPlan.The‘no-frills’traffictendstoutiliselargeraircraftwithhighloadfactors,whichenablesmore

efficientusetobemadeofAirTransportMovements.

Freight Activity

5.20 IntheGovernment’sConsultationDocument-TheFutureDevelopmentofAirTransportintheUnitedKingdom:

TheMidlands(publishedin2002,priortotheWhitePaper), future levelsoffreightactivityforBirmingham

International Airport were forecast to be 200,000 tonnes p.a. by 2030 (compared with 14,681 tonnes in

2006).Thisforecastwasbasedonthemajorityofsuchfreightactivitybeingcarriedinthe‘belly-holds’of

scheduledpassengerservices,asiscurrentlythecase,withthesignificantincreaseresultingfromtheincrease

inscheduledservices,particularlyinthelong-haulsector.

5.21 Since the early 1990s, Birmingham International Airport has not been particularly active in the air freight

market sector,other than freighthandledas ‘belly-hold’onpassengeraircraft. Although therehadbeen

significantgrowthupto1991,thevolumeoffreighthandledsincehasbeenrelativelysmall,largelyasaresult

ofchangesintheUKairfreightmarket.IntheExpressFreightmarketsector,operatorshaveconcentrated

on other airports. However, the volumes of freight handled as ‘belly-hold’ on passenger aircraft, and in

particularonscheduledpassengerroutes,hasgrown.Thisreflectsthesignificantgrowthinthescheduled

routenetworkatBirminghamInternationalAirport,andtheintroductionoflargeraircraftwhichhaveamuch

greater‘belly-hold’freightcapacity.

5.22 FuturegrowthinthevolumesoffreighthandledatBirminghamInternationalAirportisanticipatedtobeas

‘belly-hold’freight,onpassengeraircraft.TheAirportCompanydoesnotanticipateanyreturntothededicated

freightmarketsector.

24

Forecasts for Master Plan

5.23 The forecasts forBirmingham InternationalAirport in the White Paper have been reviewed and updated.

Continuingandstronggrowthinpassengeractivityispredicted,whichisnotinconsistentwiththeDepartment

for Transport’s scale of forecasts for Birmingham International Airport in the White Paper. However, the

aggregateforecastsforPassengersandAirTransportMovementsinthisMasterPlanarelowerthanthosefor

BirminghamInternationalAirportintheWhitePaper.

5.24 Overtime,theforecastsinthisMasterPlanwillneedtobekeptunderreviewandupdatedtoreflectchanging

circumstances,orconstraints,imposedbytheMasterPlanproposals,changesinmarkettrendsorchanges

inenvironmentalcontrols.

5.25 Lookingfurtherahead,aswithalllongtermforecasts,itisinevitablethattheywillvaryattimesfromactual

activitylevels.However,overthelongterm,theywouldbeexpectedtoreflectthegeneralpatternofoverall

growth,andanyvarianceswouldbereflectedinfutureupdatesoftheforecastsandreviewsoftheMaster

Plan.

5.26 TheforecastsforBirminghamInternationalAirport,anditscontinuingdevelopment,indicateastrongmarketfor

growth,whichifitistobesatisfiedwouldneedinvestmentin:

> anExtensiontotheexistingMainRunway;

> additionalAirfieldCapacity;

> additionalPassengerTerminalCapacity;

> additionalAirsideFacilitiestosupportactivitiesattheAirport;

> additionalLandsideFacilitiestosupportactivitiesattheAirport;

> improvementstoSurfaceAccessfortheAirport,byallmodes;

> developmentoftheElmdonTerminalSite.

Section One

25

1SECTION

6. Sustainability

Policy

6.1 AirtransportiscriticaltotheUKinmaintaininginternational‘connectivity’andeconomicgrowth.Airtransport

isalso important insocial terms, inmeetingpeople’sneedsforaccesstoair travel, for leisureandfamily

purposes, and in providing employment. However, there are environmental impacts associated with air

transport,whichneedtobemanagedandmitigatedeffectively.TheGovernmenthaspromotedasustainable

approachtoairportdevelopmentintheWhitePaper,throughitsproposalsfora‘balancedapproach’.

6.2 CriticaltoBirminghamInternationalAirport’scontinuingsuccesswillbeasustainableapproachtotheAirport’s

developmentandoperations. Thiswillmeandevelopmentandoperation insuchawayas toencourage

economic growth and social inclusion, whilst minimising the environmental impact of the Airport and its

operations-a‘balancedapproach’.

6.3 In1999,theGovernmentpublished“ABetterQualityofLife”15

,whereitsetoutitsstrategyforsustainability,with

thefollowingobjectives:

> Socialprogresswhichrecognisestheneedsofeveryone.

> Effectiveprotectionoftheenvironment.

> Prudentuseofnaturalresources.

> Maintenanceofhighandstablelevelsofeconomicgrowthandemployment.

6.4 Morerecently,in2005,theGovernmentpublished“SecuringtheFuture”16

,whichprogressestheobjectivesfor

sustainabilitybyprovidingfiveguidingprinciplestoformthebasisofsustainabilityintheUK:

> Livingwithinenvironmentallimits.

> Ensuringastrong,healthyandjustsociety.

> Achievingasustainableeconomy. > Promotinggoodgovernance.

> Usingsoundscienceresponsibly.

Thenewstrategyalsospecifiesfourpriorityareasforaction:

> Sustainableconsumptionandproduction.

> Climatechangeandenergy.

> Naturalresourceprotectionandenvironmentalenhancement.

> Sustainablecommunities.

6.5 TheGovernment’sobjectivesforsustainability,assetoutin“ABetterQualityofLife”,aretheprincipleswhichwill

underpinfuturedevelopmentplansforBirminghamInternationalAirport.



26

6.6 TheAirportCompany’sapproachtosustainability issetout intheAirportCompany’sSustainabilityPolicy

Framework17

andreported,annually,intheAirportCompany’sCommunityandEnvironmentReport.TheAirport

Company’svisionforsustainabilityis:

“Bringing direct economic and social benefits to the Central England Region, and playing our part as a

responsible and proactive citizen whilst minimising the impact of our operations and activities on the

environment.”

Sustainable Aviation

6.7 In2005, theUKair transport industry, includingairports,airlines,air trafficcontrolserviceproviders and

aerospacemanufacturers,launched“SustainableAviation”18

,astrategyforairtransport,intheUK,toidentify

anddeliver a sustainable approach for its future development. The strategy balances the needs of the

environment with economic growth and social responsibilities.Birmingham International Airport Limited

wasoneoftheoriginalsignatoriesto“SustainableAviation”andtheairtransportindustry’scommitmentsto

issuesconcerning:

> GoodGovernance.

> AirQuality.

> ClimateChange.

> EconomicImpactandtheValueofAirTransport.

> Employment.

> IntegratedTransportandSurfaceAccess.

> NaturalResources.

> Noise.

> SocialResponsibilities.

> StakeholderEngagement.

“SustainableAviation”includesaseriesofindicators,basedaroundtheseissues,onwhichtheairtransport

industry’sprogresstowardssustainabilitywillbemonitored.TheAirportCompanyconsiders“Sustainable

Aviation”tobeimportanttotheairtransportsectorasawhole,andlocallyintermsofBirminghamInternational

Airport.

Economic Impact

6.8 TheWhitePaperrecognisestheimportantrolethatairportshavetoplayinthefuturegrowthandprosperityof

theregionstheyserve,andoffersclearsupportfortheproposalsincludedinthisMasterPlan.

6.9 Theconsultationprocesson“SmartGrowth -TheMidlandsWay”19

(produced jointlybyAdvantageWest

MidlandsandtheEastMidlandsDevelopmentAgency)outlinesaneconomicdevelopmentstrategyforthe

Midlandsasawhole.ItrecognisestheimportanceofaccesstoairtravelfortheMidlandsandsupportsthe

complementarydevelopmentofBirminghamInternationalAirportandEastMidlandsAirport,assetout in

theWhitePaper.

Section One


Footnote 18www.sustainableaviation.co.uk

Footnote 19www.advantagewm.co.uk

27

1SECTION

6.10 The West Midlands Regional Economic Strategy, “Delivering Advantage – The West Midlands Economic

StrategyandActionPlan”20

,identifiesacentralroleforBirminghamInternationalAirport.Theavailabilityofan

internationalairport,tofacilitateeconomicgrowth,existingbusiness,commerceandindustry,tourism,new

businessopportunitiesandinwardinvestmentintheWestMidlandsRegion,isconsideredfunadamentalto

achieving theobjectivesanddeliveryof theWestMidlandsEconomicStrategy. InPillar3–Creating the

ConditionsforGrowth,theRegionalEconomicStrategystatesthat:

“Airport development is a specific part of the transport agenda within the wider Regional Transport Strategy.

The delivery of the Vision in this strategy requires an international airport supporting the regional economy and

its business.”

andincludes,aspartofActionPlanNo42,aclearstatementofintentto:

“Promote Birmingham International Airport as a gateway to the region.”

TheWestMidlandsRegionalEconomicStrategyis,currently,thesubjectofareview.

6.11 ThecontinueddevelopmentofBirminghamInternationalAirportisofcriticalimportancetotheachievement

ofBirmingham’saspirationstobea‘worldcity’,throughtheaccesstoairtravelitprovidesandtheroleitcan

playinattractinginwardinvestment,fosteringinternationaltrade,stimulatinginboundtourismandenhancing

culturallinks.TheEconomicStrategyforBirmingham,“DevelopingBirmingham–AnEconomicStrategyfor

theCity”21

,statesthat

“The further expansion of Birmingham International Airport is critical to attracting foreign inward investment

and promoting the City as a centre for professional services, manufacturing and tourism.”

andincludesaspecificStrategicObjectiveof:

“To deliver the long term future and expansion of Birmingham International Airport, adding routes to increase

the City’s number of international connections and improving surface access to the Airport.”

6.12 TheEconomicDevelopmentStrategyforSolihull,“BuildingaDiversifiedEconomywithEqualOpportunities

forAll–AnEconomicDevelopmentStrategyforSolihull”22

,recognisesthatBirminghamInternationalAirportis

‘amajoreconomicassetbaseinSolihull’,supportingthelocaleconomyandprovidingjobopportunities.In

particularit:

“Supports the Airport and NEC, and associated tourism and supply infrastructure, in realising their potential

for Solihull and the region within the context of the Community Strategy.”

Employment and Income Impacts

6.13 BirminghamInternationalAirportisoneofthelargestemploymentcentresintheWestMidlandsRegion.In

2006,Airportemployment,on-siteandinactivitiesdirectlyrelatedtotheoperationoftheAirport,was7,500

full-timeequivalent jobsor8,310jobopportunities(jobopportunitiestakesintoaccountfullandparttime

employment).

6.14 Takingaccountofadditionalindirectandinducedimpacts,in2006,itisestimatedthattheAirportsupported

around10,490fulltimeequivalentjobs(or11,620jobopportunities)andgenerated£272millionofincomein

theWestMidlandsRegion.

Footnote 20www.advantagewm.co.uk

Footnote 21www.birmingham.co.uk

Footnote 22www.solihull.co.uk

28

6.15 WiththeproposalssetoutinthisMasterPlan,itisestimatedthatthegrowthofBirminghamInternationalAirport

wouldresultintheAirportsupportingthefollowingemploymentopportunitiesandincomegeneration:

*Note(at2006prices)

6.16 Inaddition,itisestimatedthatthecapitalinvestmentprogrammewiththeproposalsidentifiedinthisMaster

Plan(notincludingthecapitalcostoftheschemesthemselves)willsupportsome2,770full-timeequivalent

jobsandgeneratesome£60millionofincome(at2006prices)intheWestMidlandsRegionovertheperiod

to2030.

6.17 Withsuchemploymentopportunities, therewillbeaneedfor theAirportCompanyandtheLearningand

SkillsCouncil,togetherwithotheragencies,tocomplementemploymentandskillstraininginitiatives,inorder

that the growth of Birmingham International Airport is not constrained by a shortage of employees and

that residentsofpriorityareas for regeneration, suchasEastBirminghamandNorthSolihull, areable to

accesstheemploymentopportunitiescreated.

Wider Economic and Social Benefits

6.18 Manystudiesandsurveyshavedemonstratedthatinternationalairportscanexertasignificantimpactonthe

levelofeconomicactivity intheareaswhichtheyserve,andonthe locationdecisionsofbusinessesand

companies.

6.19 TheWestMidlandsRegion’straditioninmanufacturinghasseendramaticchangeinthelastthirtyyears,yet

manufacturing continues to be an integral part of the regional economy. For companies engaged in

manufacturingintheWestMidlandsRegion,accesstoairtravel,andtherangeofpassengerservicesprovided

byBirminghamInternationalAirport,willbeimportantinmaintainingtheircompetitivepositions.

6.20 Accesstoair travel isalsocritical forcompaniesengaged in thehightechnologysectors,whicharenow

becomingwellestablishedintheWestMidlandsRegion.Inthiscontext,AdvantageWestMidlandshasidentified

thedevelopmentof‘hightechnologycorridors’asoneofitsmaindeliverymechanismsfortheWestMidlands

RegionalEconomicStrategy.BirminghamInternationalAirportwillhaveakeyroleinproviding‘connectivity’to

these corridors, particularly the Coventry, Solihull and Warwickshire corridor, but also the Birmingham –

Worcestershirecorridor (basedaroundtheA38andalsoknownas the ‘CentralTechnologyBelt’)and the

Wolverhampton–Telfordcorridor(basedaroundtheM54).

6.21 The growth of universities in the West Midlands Region, with their extensive research links to the high

technologysector,willalsobefacilitatedbythecontinueddevelopmentofBirminghamInternationalAirport.

Thegrowthofthissector,anditsfutureimportancetobusinesssuccess,hasbeenconfirmedbyBirmingham’s

recentdesignationasa‘sciencecity’.Itisenvisionedthatsciencecitieswillcombineworldclassresearch

with successful knowledge-based industries, in an environment with the physical infrastructure and the

supplyofhigherlevelskillstosupportsignificantfurtherinvestment.

Section One

2006

2011

2021

2030

11,620

16,660

19,340

21,140

10,490

15,050

17,460

19,090

272

477

623

8024

Year JobOpportunities FullTimeEquivalentJobs Income£million*

29

1SECTION

6.22 Therangeofscheduledserviceswillalsoaidthecontinuingsuccessoftheconferenceandexhibitionsector,

togetherwithbusinesstourism,basedaroundtheNationalExhibitionCentre(NEC),theInternationalConference

Centre(ICC)andtheNationalIndoorArena(NIA).TheNECbenefitsenormouslyfromitslocationadjacentto

BirminghamInternationalAirport(andhasadedicatedlinktotheAirport).TheICCandNIA,inBirminghamCity

Centre,arealsolinkedbyrailtoBirminghamInternationalStation.

6.23 AwiderrangeofscheduledpassengerservicesatBirminghamInternationalAirport,toincludemorelonghaul

routes,isoneofthekeyelementsrequiredintheWestMidlandsRegion,iftheWestMidlandsistocontinue

tocompeteeffectivelyforinwardinvestment.

6.24 Birminghamisanemerging‘worldcity’andBirminghamInternationalAirportisakeyfactorinprovidingthe

international‘connectivity’thatwouldsupportthisstatus,withconsequentialbenefitsforthe‘City-Region’

asawhole.IfBirminghamistoachieveitsaspirations,itneedstoimproveits‘connectivity’toothermajor

world business centres. This can only be achieved through the continuing development of Birmingham

InternationalAirportandbyenhancingtherangeofroutesanddestinationsthatitserves.

6.25 AnanalysisofthecontributionwhichBirminghamInternationalAirportmakestotheoverall‘connectivity’of

Birmingham, relative to the ‘connectivity’ofothercomparablecities, indicates thatBirmingham isbehind

Manchester, currently being disadvantaged, in terms of air travel, by runway capability. In terms of

‘connectivity’, Birmingham is also behind aspirational targets elsewhere in Europe, including Barcelona,

FrankfurtandMilan.Allhavesignificantlyhigher‘connectivity’indicesthanBirmingham.IfBirminghamisto

achieveitsambitionofbecominga‘worldcity’,thereneedstobeasignificantimprovementinthelevelof

‘connectivity’available,including‘connectivity’intermsofairtravel.

6.26 TheproposalsinthisMasterPlanwouldsupportthedevelopmentofgreater‘connectivity’.Anextensionof

theMainRunwaywouldallowservicestobedevelopedtohighvaluelong-hauldestinations.

6.27 In2006,some2.7millionoverseasvisitorscametotheMidlands,spendingsome£910million.Thecontinuing

developmentofBirminghamInternationalAirport,asakeyinternationalgatewayprovidingaccesstomajor

visitor attractions, is vital to thecontinuedgrowthof tourism in theMidlands. The tourismsector in the

Midlandshasawiderangeofattractionstooffertobothbusinessandleisurevisitors,including:

> Stratford upon Avon, Shakespeare’s birthplace and the theatres of the Royal Shakespeare

Company.

> historic cities and towns, such as Hereford, Lichfield, Nottingham, Oxford, Shrewsbury and

Worcester.

> statelyhomes,castlesandcathedrals,suchasBlenheimPalace,ChatsworthHouse,CoventryCathedral,

KenilworthCastle,ShugboroughHallandWarwickCastle.

> internationalsporting,leisureandculturalfacilities,suchastheNEC,NIA,PremiershipandChampionship

FootballClubs(AstonVillaFC,BirminghamCityFC,CoventryCityFC,WestBromwichAlbionFCand

WolverhamptonWanderersFC)andEdgbastonCricketGround (aTestMatchvenueandhomeof

WarwickshireCountyCricketClub)andtheBirminghamSymphonyHall,theInternationalConvention

Centre,theHandsworthCarnivalinBirminghamandtheDivaliFestivalinLeicester.

> heritageattractions,suchastheBlackCountryMuseum,IronbridgeGorgeMuseum,theNationalTramway

MuseumandtheHeritageMotorCentre.

30

> visitorattractions,suchasAltonTowers,CadburyWorldandtheSevernValleyRailway.

> thecountrysideoftheCotswolds,theEnglishMarches,theMalvernHills,theStaffordshireMoorlands,the

PeakDistrictandSherwoodForest.

> arangeofqualityshoppingfacilities,suchastheBirminghamBullRingShoppingCentre,theMerryHill

ShoppingCentreinDudley,TouchwoodinSolihullandRoyalLeamingtonSpa.

> theshopsandattractionsofthePotteries,includingtheGladstonePotteryMuseumandtheGladstoneArt

GalleryandMuseumandtheWedgwoodVisitorCentre.

6.28 MiltonKeynesandtheSouthMidlandshavebeenidentifiedasoneofthepotentialareasofgrowthforthe

future. Thefocusofthisgrowthwillbe inthehightechnologysectorswhichhaveextensive international

business and research links and, therefore, the need for access to high quality air travel to destinations

aroundtheworld.MiltonKeynesandtheSouthMidlandsareinBirminghamInternationalAirport’scatchment

area,withexcellentaccessprovidedbyroad(viatheM1/M6andtheM40/42)andrail(viatheWestCoast

Mainline).Therefore,thecontinuingdevelopmentofBirminghamInternationalAirport,withanextendedMain

RunwayandservicestotheFarEastandtheWestCoastoftheUSA,wouldsupporttheproposedgrowthin

MiltonKeynesandtheSouthMidlands.

RaisingtheProfile

6.29 Therefore,BirminghamInternationalAirport,anditscontinuingdevelopment,isimportantinputtingtheMidlands

asawhole,theWestMidlandsRegion,theCityofBirminghamandSolihull‘onthemap’,inawaythatnoother

facilitycan.Thiswillbereflectedby:

> counteractingtheperceivedperipheralnatureoftheregionfromthemajorcentresofeconomicpower

withinEurope.

> assistingtheregioninmaintainingitsalreadyimpressiveperformanceintheattractionofinwardinvestment,

inwhatisotherwiseanincreasinglycompetitiveenvironment.

> assistingregionalandlocalcompaniestobemoreoutwardlookingandinpenetratingnewmarketsin

Europeandtherestoftheworld.

> supportingtheretention,expansionandcommercialsuccessofregionalandlocalcompaniesalready

present.

> stimulatinggrowthininboundtourismandbusinesstourism.

> ‘addingvalue’tothewiderangeofexistinginternationalfacilities.

JourneyTimeSavings

6.30 TheproposalsinthisMasterPlanwouldsatisfyanincreasedproportionoftheregionaldemandforairtravel

withintheWestMidlands.Thiswould,intermsofenvironmentalbenefits,reducetheneedforasignificant

numberofthecurrentsurfacejourneysbeingmadetootherairportsoutsidetheWestMidlands.Theannual

economicbenefits,intermsofthesurfacejourneytimesavings,wouldalsobesubstantial.

Section One

31

1SECTION

6.31 Estimatesofthetimeandcostsavingsfromreducedsurfacejourneysaresummarisedbelow:

6.32 Between2006and2030,thediscountedtotalvalueofjourneytimesavingsisestimatedtobeinexcessof£520

million(at2006prices).

Social Issues

6.33 The Airport Company is committed to promoting social inclusion through partnership with the various

communitiesitserves;thisincludescommunitiesaroundtheAirport,thoselivingundertheflightpaths,the

local and regional business community which needs access to air travel, local people who are seeking

employmentandpassengerswhoneedaccesstoairtravel.

6.34 The Airport Company has a positive relationship with “Business in the Community”, the UK’s leading

promoterofcorporatesocialresponsibility inthebusinesssector. Eachyear,Business intheCommunity

promotes its “Awards for Excellence”, which recognise responsible business practice23

. The awards are

vigorously assessed and independently judged. In 2004, the Airport Company took part in the process

andreceiveda‘BigTick’awardforitsworkintheneighbouringcommunitiesofKittsGreenandShardEnd.

The‘BigTick’awardactsasasymbolofsuccessindevelopingprogrammeswhichnotonlyrecognisethe

socialchallengeswhichsomeareasface,butalsothepositivestepstakentoaddressthem.

6.35 The Airport Company plays its part in the local community, enhancing quality of life through targeted

investment from a Community Trust Fund. Established by the Airport Company, the Community Trust

Fundsupports localprojects inareasaffectedby theAirport’sactivitiesandoperations. TheCommunity

TrustFundhasbeenverysuccessfulandisnowembeddedinthelocalcommunityasanimportantsourceof

investment for projects aimed at improving the quality of life of local people. By the end of 2006, the

CommunityTrustFundhadinvestedover£800,000in378localcommunityprojects.TheAirportCompany

willmaintainitscommitmenttotheCommunityTrustFund.

6.36 InadditiontotheCommunityTrustFund,theAirportCompanyalsohasaprogrammeofsupportforother

local community projects and schemes, which has included The Radleys Community Project and “The

Pump”-ShardEndCommunityBuildingProject.

6.37 TheAirportCompanyhasanactiveand innovativeprogrammeof investment in localeducation

programmes.Theinvestmentisusedtocreatededicated‘quieter’areaswithinschoolbuildings.IntheWhite

Paper, theGovernment recognised theAirportCompany’sprogrammeof investment in localschoolsand

commended it to other airport operators as an example of a successful scheme in terms of mitigation

andcompensation.TheAirportCompanyalsosupportslocaleducationprojectssuchastheKittsGreen/

ShardEndEducationActionZone,whereitisrepresentedonthePartnershipGroup.

EstimatedJourneyTimeSavingsinhours

EstimatedCostSavingsat2006Prices

2Million

£50Million

4Million

£93Million

2021 2030

Footnote 23www.bitc.org.uk

32

6.38 TheAirportCompany’sEducationSupportProgrammeisgearedtomeetingcurriculumandsocialpriorities

inlocalandregionalschoolsandcolleges.SuccessfulprojectshaveincludedresourcepacksforKeyStages

1and2,AdvancedLevelandSpecialNeeds.Theseresourceshavebeenprovidedfreeofchargebythe

AirportCompanytolocalandregionalschoolsandcolleges.TheAirportCompanyisinvolvedina‘reading

volunteers’scheme,whereAirportCompanyvolunteersassistpupilswiththeirreadingskills. TheAirport

Companyalsoprovidesforanextensiveprogrammeofeducationalvisits,eachyear,byschoolsandcolleges

(withover125visitsin2006).

6.39 TheAirportCompanywillcontinuetomaintainaprogrammeofinvestmentinlocaleducationprogrammes.

6.40 Intermsofstaffandemployeeissues,assetoutintheSustainabilityPolicyFramework,theAirportCompany

will:

> maintainacultureinwhichouremployeesactinaresponsibleandethicalmanner.

> striveforequalityofopportunityinallemploymentpractices,policiesandprocedures.

> seektoachieveandmaintainaworkforcethatbroadlyreflectsthediversityofourlocalarea.

> providepracticalsupporttosafeguardthehealthandwelfareofemployees.

> strive to create and maintain a working environment free from harassment, intimidation and

victimisation.

> strivetoretainour‘InvestorinPeople’status.

> encourage our employees to develop and enhance their skills to meet the future needs of the

business.

> recognise the role of well-motivated and trained staff in providing high standards of customer

service.

6.41 TheAirportCompanyhasdevelopedaSiteEmploymentStrategyfortheAirport,recognisingitsimportance

asamajoremploymentsite. TheSiteEmploymentStrategy reflects the importanceofworkingwithkey

partners,includingtheLearningandSkillsCouncil,theNEC,PertempsandSolihullCollege,togetherwith

other employers across the Airport site. Emphasis is placed on ensuring that local communities have

access to jobs and employment at the Airport. Two key features of the Site Employment Strategy are

‘JobCentrePlus’,anon-siteJobCentrehandlingAirportspecificjobsandvacancies,andtheestablishment

of‘JobJunction’,whichenablescandidatereferencingandcriminalrecordschecksandtrainingforAirport

jobs and vacancies to be co-ordinated. In addition, the Airport Company, and other Airport employers,

holdsJobsFairstohighlightthejobopportunitiesavailableattheAirport.LinkedtotheSiteEmployment

Strategy,andtheGovernment’s ‘Skills forLife’ initiative,theAirportCompanyalsopromotesparticipation

in on-site skills development programmes, to develop the knowledge, skills and confidence of staff

employedattheAirport.

6.42 TheAirportCompanywillpayhighregardtothehealthandsafetyofstaff,passengersandvisitors,through

effectiveandappropriatehealthandsafetypractices.

Section One

33

1SECTION

Environmental Issues

6.43 TheAirportCompanywillcontinuetoseekandpromoteenvironmentalimprovementthroughthecontinuous

developmentofanEnvironmentManagementSystem,including:

> minimisingnoisedisturbancebyoperatingacomprehensiveNoiseManagementProgramme that

reflects industry good practice, including the operation of a strict Night Flying Policy and the

minimisationofgroundnoisethroughcontinuedrestrictionsonEngineGroundRunning.

> repondingtocomplaintsonAirportenvironmentalandoperationalissues.

> providingaSoundInsulationSchemethatbenefitslocalresidents.

> providingaVortexProtectionScheme(concerningaircraftwakevortices).

> minimisingtheenvironmentalimpactofconstructionprojects.

> measuring,monitoringandreportingonambientairquality levelsandsharing thisdatawith local

authoritiesandotherinterestedparties.

> imposingoperationalmeasurestoimprovelocalairquality.

> improvingenergyefficiencybyintroducingnewtechnology,promotingenergyawarenessamongstaff,

settingimprovementtargetsandreportingonprogress.

> providing an attractive landscape consistent with airport safety requirements and defining the

effectsof airport activity on local ecology, conservingplants andwildlife andavoidingecological

disturbanceduringnormalairportoperationsandanydevelopmentworks.

> encouraginganunderstandingof,andsupportfor,environmentalissues,amongstairlinesandother

stakeholders.

> managing surface water quality on-site to ensure compliance with agreed consent limits and

maintainingimprovementstosurfaceandfoulwaterdrainagesystems.

> imposingoperationalcontrolstoassuresurfacewaterquality.

> maintainingapolicyofwaterandsolidwasteminimisationbycontinuingwiththemaximumrecycling

ofwasteasanAirportwidetarget.

> carryingoutenvironmentalappraisalofitemsprocured.

> reportingpubliclyonenvironmentalperformance.

6.44 An environmental assessment of the proposals set out in this Master Plan is provided in Chapter 9

-EnvironmentalImpacts&Mitigation(inSection2–Policies),togetherwiththeAirportCompany’sprogramme

ofmitigationpoliciesandmeasurestoaddresstheenvironmentalimpact.

Resources

6.45 TheAirportCompany,inoperatingtheAirport,usesresourcesprudentlyand,wherepracticable,usesproducts

whicharerenewableandhavetheleastenvironmentalimpact.Thispolicywillcontinue.

34

Section Two

35

This section describes the policies and development considered necessary by the Airport Company to meet the anticipated growth in air transport activity at Birmingham International Airport to 2030. For clarity, the formal policies in Section 2 are set out at the end of each chapter, but they should be read in conjunction with the background information in both Sections 1 and 2 and elsewhere in this document.

Policies

7. DevelopmentProposals

7.1 AirportOperationalArea

ExistingAirportOperationalArea

7.1.1 The‘AirportOperationalArea’istheareaoflandinwhichBirminghamInternationalAirportoperates,i.e.:

Theareaof landprovidingfacilities for the landinganddepartingofaircraft; theairsideand landside

operational,commercialandairport-relatedactivitieswhichsupportairtransportmovements,passenger

andfreightactivityandaircraftmaintenance;andthevariousmodesofsurfacetransportprovidingairport

access,togetherwithallassociatedlandwithintheperimeteroftheairport.

TheexistingAirportOperationalAreaissetoutinSection3-ProposalsMaps,AirportLayout2006.

7.1.2 TheAirportOperationalAreaisinfluencedbytheaerodromeandnavigationalaidsafeguardingconstraints

(theinfluenceofthesemattersalsoextendsbeyondtheboundaryoftheAirportOperationalAreainsome

locations).TheAirportOperationalAreaisalsocurrentlyconstrainedbyadjoininglanduses,includingthe

localhighwayandrailnetworks.

Airport-RelatedDevelopment

7.1.3 The Airport Company intends to concentrate the Airport’s activities, and its development, to the Airport

Operational Area, confining them to those which are ‘airport’ or ‘airport-related’. These activities and

developmentneedtocoverthefullrangeoffacilitiesandinfrastructurerequiredtosustainandsupportan

internationalairportsuchasBirminghamInternationalAirport.Theyshouldincludeancillaryfacilitieswhich

willbringbenefitstotheoperationanddevelopmentofBirminghamInternationalAirport,improveitsamenity

andplayapartinBirminghamInternationalAirport’sroleasamajorcontributorandstimulustotheeconomic

activityandregenerationoftheWestMidlands.

FutureAirportOperationalArea

7.1.4 TheextentoftheAirportOperationalAreaisrestrictedbythelandintheAirportCompany’sownership.In

thefuture,thiswillbedeterminedbytheprospectsforgrowthatBirminghamInternationalAirportandthe

formsofdevelopmentrequiredtomeet,andsupport,theforecastgrowthinairtransportactivity.Additional

land has already been acquired by the Airport Company to facilitate growth and development. Where

appropriate,furtherlandwillbeacquiredtoallowfor,orsafeguard,theAirport’sfuturegrowthandlongterm

developmentandtoaccommodate‘airport’and‘airport-related’development.

36

Section Two

7.1.5 TheAirportCompanywillmaximisethedevelopmentoflandwithintheexistingAirportOperationalArea,but,

withintheplanperiodforthisMasterPlan,itwillbenecessarytodevelopBirminghamInternationalAirport

beyond theexistingAirportOperationalArea. Therefore, in theperiodup to2030, theAirportCompany

proposestoextendtheAirportOperationalArea:

> toincludelandtothesouthoftheA45CoventryRoadfortheproposedextensiontotheMainRunway

andrelatedinfrastructure.

> toincludetheNECWesternCarParkfortheproposedexpansionofthePassengerTerminalfacilities

andrelatedinfrastructure.

TheproposedAirportOperationalAreain2010,2015,2020,and2030isillustratedontherelevantProposals

MapsinSection3.

7.1.6 ItisimportantthatthelandtothesouthoftheA45CoventryRoad,fortheproposedrunwayextension,and

theNECWesternCarPark,fortheproposedexpansionofthepassengerterminalfacilities,issafeguardedfor

future‘airport’and‘airport-related’use(andwithinthefutureAirportOperationalArea),andthattheyarenot

developed, in the meantime, in such a way as to prejudice ‘airport’ development or ‘airport-related’

development.

2SECTION

37

3938

Airport Operational Area Policies

Airport Operational Area

OPA1 TheAirportCompanyproposestoextendtheAirportOperationalAreaassetoutintheProposalsMapsin

Section3.

OPA2 TheAirportOperationalArea,thedefinitionof‘airport’and‘airport-related’activitiesandtheboundariesof

theAirportOperationalAreawillbesubjecttoregularreviewbytheAirportCompany.

Airport and Airport-Related Development

OPA3 TheAirportCompanywillsupportnewdevelopmentwithintheAirportOperationalAreawhichisrequiredfor

theoperation,developmentoramenityoftheAirport,orwhichsupportstheAirport’sroleasamajorcontributor

andstimulustotheeconomicactivityandregenerationoftheWestMidlands.

OPA4 The Airport Company, in considering all potential development at the Airport, will take into account the

levelofexistingfacilities,customerneeds,thedesirabilityofanairportlocationandtherelationshipofthe

proposeddevelopmenttotheAirport.

Section Two

2SECTION

3938

7.2 AirfieldInfrastructure

RoleoftheAirfield

7.2.1 Theairfieldisthesystemofcomponentsonwhichaircraftoperateandiscoretothefunctioningofanairport.

Thekeyelementstotheairfieldare:

> runways

> taxiways

> navigationalaids

Theapronareasandaircraftstandsalsoformpartoftheoverallairfieldfacilities,buttheyareconsideredin

thecontextof their respectiveairport activity types (i.e.passenger, freight,businessaviationandaircraft

maintenance)inthechaptersonPassengerTerminalFacilitiesandElmdonTerminalSite.

7.2.2 ThesustainedgrowthinairtransportactivityatBirminghamInternationalAirport,inrecentyears,hasbeena

keyelementintheneedfortheAirport’sdevelopment.Theexistingairfieldlayout,anditscharacteristics,will

formthebasisforthefutureairfieldlayout,butfurtherdevelopmentoftheairfieldwillberequiredtomeetthe

forecastgrowthinairtransportactivity.

ExistingAirfieldLayout

7.2.3 Theexistingairfieldlayoutisdominatedbytheconfigurationofthetworunways,i.e.:

> MainRunway15/33

TrueBearing146degrees/326degrees

Length2,599metres(i.e.pavedlength)

Width46metres

> SecondaryRunway06/24

TrueBearing057degrees/237degrees

Length1,315metres

Width30metres

andthenetworkoftaxiwayswhichlinktheapronareaswiththerunways.In2006,theSecondaryRunway

wasnotavailableasarunway.In2005,99.97%oftotalaircraftmovementsand99.94%oftheAirTransport

Movements(excludinghelicopters)usedtheMainRunway(15/33).

7.2.4 TheAirport’sMainRunway(15/33)isnotdirectlyalignedwiththeprevailingwinddirectionand,aswithany

runway, its use in strong cross winds is limited to certain aircraft types. The International Civil Aviation

Organisation(ICAO)requiresrunwaystobeusablefor95%ofthetimeinthemaximumcross-windconditions.

ThisrequirementismorethanadequatelymetforAirTransportMovementsontheMainRunway.

7.2.5 Thelayoutofthetaxiways,inrelationtotheairfield,willbemoststronglyinfluencedbythefutureconfiguration

oftherunwaysandbythefurtherdevelopmentofthePassengerTerminalSiteandtheElmdonTerminalSite.

Taxiwaysprovidetheessentiallinksforaircraftbetweenrunwaysandapronareas.Therewillbetaxiwaylinks

between the runways and the Passenger Terminal Site, and the runways and the Elmdon Terminal Site,

sufficienttoprovidefullandadequateaircraftaccessandbypassarrangementsforallexistingaircrafttypes

andtoimproverunwaycapacity.

Runway Capacity

7.2.6 TheWhitePaperdefinesdemandasthetotalnumberofannualpassengers,andthenrelatesthistorunway

requirements.Thistendstodisguisethefactthattherealmeasureofairportcapacityisthenumberofrunway

movements available at peak times. Although individual aircraft size can grow to accommodate more

passengers,moreaircraftcannotbeaccommodated,unlessthereissufficientrunwaycapacityavailable.

7.2.7 A number of factors influence runway capacity, including aircraft mix, taxiway and airfield layout and Air

TrafficControlprocedures.Thecapacityofarunwayisassessedinmovementsperhour.Thelastdetailed

assessment of runway capacity at Birmingham International Airport (by National Air Traffic Services’

Department of Analysis and Research) concluded that the peak hourly capacity of the Main Runway is

40movementsperhour.Higherratescouldbeachievedwithfurtherimprovementstotheairfieldlayout,to

includeadditionaltaxiwaylinks,fastturn-offtaxiwaysandrapidexittaxiways.Ithasbeenestimatedthat,

withsuchfurther improvementstotheairfield,thecapacityoftheMainRunwaycouldbeincreasedto48

movementsperhour.Therefore,itisproposedthatsuchadditionaltaxiwaylinks,fastturn-offtaxiwaysand

rapidexittaxiwaysareprovidedtoincreasetheoverallcapacityoftheMainRunway.Thiswouldbeconsistent

withtheWhitePaperpolicyofmakingthebestuseofexistingairportcapacity.

7.2.8 TheproposedextensionoftheexistingMainRunwaywouldimprovetherunwaycapability,byincreasingthe

rangeofdestinationsandrouteswhichcanbeserved,butitdoesnotincreaserunwaycapacity.

Runways

7.2.9 Currently,theAirport’sregularmodeofrunwayoperationisthatcommercialaircraftusetheMainRunway

(15/33),exceptinthecaseofstrongcross-windswhenaverysmallnumberofcommercialaircraftcouldstill

usetheSecondaryRunway(06/24).APreferentialRunwayUsepolicyisalsoused,inlowwindspeeds,to

reducethepotentialforAircraftWakeVortexStrikes,witharrivingaircraftapproachingfromthesouth,rather

thanfromthenorthoverthedenselypopulatedresidentialareasinBirmingham.In2006,themodeofoperation

fortheMainRunway,intermsofAirTransportMovements,was:

> Runway33NorthWestDepartures

(OutOverBirmingham) 26.8%

> Runway33SouthEastArrivals

(InOverSolihull) 27.0%

> Runway15NorthWestArrivals

(InOverBirmingham) 23%

> Runway15SouthEastDepartures

(OutOverSolihull) 23.2%

The mode of operation for the Main Runway is also subject to local flying restrictions and Air Traffic

Control operating conditions, Noise Preferential Routes and the need to operate in compliance with all

appropriateprocedures.

4140

Section Two

2SECTION

4140

Closure of Secondary Runway

7.2.10 Recently,theSecondaryRunway(06/24)hasbeenusedprimarilybysmallerGeneralAviationaircraft,but,

in2006,itwasnotavailableasarunway.Inrecentyears,theSecondaryRunwayhasbeenprogressively

downgradedasarunway,and,in2005,therewereonly29aircraftmovements,ofwhichonly12wereAir

TransportMovements. Inaddition,since1996, theSection106AgreementandPlanningConditionswith

theOutlinePlanningApprovalfortheExpansionofthePassengerTerminalFacilitiesandRelatedInfrastructure

haveresultedintheclosureoftheSecondaryRunwayduringtheNightPeriod.

7.2.11 In order to optimise the capacity of the Main Runway and to further improve the general operating and

environmental conditions, the Airport Company’s intends to close the Secondary Runway as soon as

practicable.TheeasternendoftherunwaywouldthenbeusedasataxiwayservingthePassengerTerminal

Site.ClosureoftheSecondaryRunwaywouldalsoremovethecurrentconstraintsonthefuturedevelopment

oftheElmdonTerminalSite.

Extention to Main Runway

7.2.12 AnextensiontotheMainRunway(15/33)isconsideredtobeasignificantelementofBirminghamInternational

Airport’s future development. Currently, the length of the Main Runway restricts the range of markets,

destinationsandrouteswhichcanbeserveddirectlyfromBirminghamInternationalAirport. Thegrowing

demand for a wider range of directly served destinations and routes, to support the regional and local

economy,meansthat,withoutanextension,thecurrentlengthoftheMainRunwaywouldbeanincreasing

constraint.

7.2.13 Basedoncurrentandfutureaircraftperformance,anextensiontotheMainRunwaywouldberequiredto

removetheexistingoperationalrestrictionswhichpreventtheoperationofafullnetworkofdirectlong-haul

services.Marketassessmentsindicatethatanumberoflong-haulservices,requiringalongerMainRunway,

arenowviable.Subjecttocontinuingmarketandfinancialappraisal,itisproposedthattheMainRunway,

togetherwiththeassociatedtaxiwaysandairfieldsystems,wouldbeextendedforoperationaluseassoonas

practicable. Given the extensive planning, consultation, design and construction process involved, it is

estimatedthatarunwayextensioncouldbeoperationalby2012.

7.2.14 Subjecttodetaileddesign,operationalassessmentsconcludethattheMainRunwayshouldbeextendedby

400metres toa lengthof3,000metres, togetherwitha150metresStarterExtension. Theproximityof

existingresidentialandindustrialdevelopmentatthenorthwestendoftheMainRunway(inBirmingham)

meansthatanextensiontotheMainRunwaycouldonly,practically,beachievedatthesoutheastendof

theMainRunway (inSolihull). However, theA45CoventryRoadrepresentsasignificantconstraint toan

extensionoftheMainRunwayatitssoutheastend,inthatitcurrentlycrossestheextendedcentrelineof

theMainRunway.Therefore,theAirportCompanyproposesthattheA45CoventryRoadshouldbeplacedin

a tunnel, on a new, locally diverted, alignment. The addition of a 150 metres Starter Extension would

providegreateroperationalflexibilityandbetterenvironmentalconditions intermsofnoiseonRunway33

fornorthboundtake-offs.

42

Section Two

7.2.15 Anextension to theMainRunwaywouldalsoenable thecurrentRunwayEndSafetyAreas (RESA) tobe

extendedtoprovidetheCivilAviationAuthority’s(CAA)recommendedfulllengthof240metres.ARESAisan

areaprovidedateachendoftherunwaystriptominimisetherisk,shouldanaircraftoverrunontake-offor

undershootonlanding.TheproposedlayoutprovidesaRESAof240metresateachendoftheMainRunway.

TheproposedStarterExtensionhasbeenincludedwithintheboundaryoftheproposedRESAsand,therefore,

theenvelopeoftheairfieldiscontainedwithintheboundaryidentifiedintheWhitePaper.

7.2.16 AnextensiontotheMainRunwayat itssoutheastendwouldalsorequirethetreatmentof infringements

tothe‘ObstacleLimitationSurfaces’,inordertocomplywiththeCAA’slicensingrequirementsandtomaximise

theperformancecharacteristicsofanextendedMainRunway.Subjecttodetaileddesign,itmaybenecessary

tocarryoutsometreatmentofthehighobstacles,includingtrees,tothesouthoftheproposedextensionto

theMainRunway.

7.2.17 ThePublicSafetyZone(PSZ)atthesoutheastendoftheMainRunwaywouldalsohavetoberelocatedwith

anextensionof theMainRunway. Therefore,anewPSZwouldbedefined for thesoutheastendofan

extensiontotheMainRunway,inaccordancewithDepartmentforTransportrequirements.

7.2.18 AnextensiontotheMainRunwaywouldalsorequire improvementstotheVisualControlRoomoftheAir

TrafficControlfacilities,inordertoprovideasatisfactoryunobstructedviewoftheextendedMainRunway

endsandtheirapproaches. TheCAASafetyRegulationGrouphasstatedthat thiswill requireanewAir

TrafficControlTowertobeconstructed.Therefore,theAirportCompanywillsafeguardasite,attheElmdon

TerminalSite,foranewAirTrafficControlTower.

Second Runway

7.2.19 TheWhitePaperproposesthatanewsecondrunwaymaybeneededatBirminghamInternationalAirport

around2016,withthelayoutproposedbaseduponthe“BirminghamAlternative”24

(theAirportCompany’s

responsetotheGovernment’searlierConsultationDocument-TheFutureDevelopmentofAirTransportin

theUnitedKingdom:TheMidlands,publishedin2002).

7.2.20 TheGovernment’searlierConsultationDocumentsetoutthreemainoptionsforBirmingham:

> MaximiseuseoftheexistingMainRunway,togetherwithanextensiontotheMainRunway.

> Aclosespacedsecondrunway,withaminimumlengthof2,600metres,togetherwithanextension

totheMainRunway.

> Awidespacedsecondrunway,withaminimumlengthof2,600metres,togetherwithanextensionto

theMainRunway.

7.2.21 Aspartoftheconsultationprocess,theGovernmentalsoconsultedonoptionsforanadditionalrunwayat

EastMidlandsAirportandtheoptionofbuildingamajornewairportatasitebetweenCoventryandRugby,

whichwouldhaveleadtotheclosureofBirminghamInternationalAirport.

7.2.22 TheAirportCompanyrespondedtotheGovernmentConsultationDocumentbyproposingthe“Birmingham

Alternative”,whichincludedanextensiontotheMainRunway,butproposedawide-spacedshortsecond

runwayof2,000metres (asopposedto2,600metres). Theproposalencompassedtheprinciplethat the

proposedsecondrunwaywouldonlybeconstructedwhenthedemandaroseandwouldbesupportedbya

packageofenvironmentalmitigationmeasures.


2SECTION

43

7.2.23 ThepreviousdrafttothisMasterPlan,whichwasthesubjectofanextensiveconsultationprocess,proposed

anewsecondrunwayof2,000metresinlength,butnotbefore2020.

7.2.24 Followingthe“BirminghamAlternative”andtheearlierdrafttothisMasterPlan,morerecentwork,bythe

AirportCompany,hasincludedadetailedreviewofthetrafficforecastsandrunwaycapacity.Thisworknow

indicatesthatasecondrunwayshouldnotbeneededbefore2030.Consequently,anewsecondrunwayhas

notbeenincludedinthisMasterPlan,but,astheforecastsarereviewed,overfutureperiods,runwaycapacity

andtheneedforasecondrunwaycouldbereconsidered.

Taxiways

7.2.25 Taxiways provide the essential links between runways and apron hardstanding. The key elements to

BirminghamInternationalAirport’sfuturenetworkoftaxiwayswillbedeterminedbythefuturelayoutofthe

Airfield,PassengerTerminalSiteand theElmdonTerminalSite, togetherwith theoptimalplan foraircraft

movements.

7.2.26 ThefuturenetworkoftaxiwaysatBirminghamInternationalAirportwillinclude:

> Fast Turn-Off Taxiways, Rapid Exit Taxiways and Taxiway Links for the Main Runway (with the

proposedextensiontotheMainRunway).

> DedicatedParallelTaxiways,providingfullaccesstobothendsoftheMainRunway(withtheproposed

extensiontotheMainRunway).

> HoldingBaysfortheMainRunway.

> A taxiwaysystem for thePassengerTerminalSite,providingappropriatededicatedaccess to the

PassengerTerminals.

> AtaxiwaysystemfortheElmdonTerminalSite,providingappropriatededicatedaccesstothefacilities

foraircrafthangarageandmaintenance,businessaviationandfreight.

7.2.27 Thereis,currently,arestrictionontheuseoftheParallelTaxiway(TaxiwayA).ThisisaPlanningCondition

resulting from the Secretary of State for the Environment’s decision to approve the Planning Application

(following a Public Inquiry in 1979) submitted by West Midlands County Council for the new passenger

terminalfacilitiesopenedin198425

.ThePlanningConditionrestrictstheuseoftheParallelTaxiwaybetween

2300and0700,exceptinemergencyandforsafetyreasons.TheAirportCompanyconsidersthePlanning

ConditionfortheParallelTaxiwaytonolongerbeappropriate.TheAirporthasa24-houroperatinglicence

and,duringthehoursof2300-0700,therestrictionontheuseoftheParallelTaxiwaycancauseoperational

problemsforearlymorningscheduledarrivals.TheAirportCompanywillexaminetheenvironmentalimpacts

of theuseofaircraftengines (to turnaircrafton theMainRunway,whichwould then taxibackdownthe

MainRunway),comparedwiththeuseoftheParallelTaxiwayadjacenttotheNoiseBund.Followingthis,the

AirportCompanyproposestosubmitaPlanningApplicationtohavethePlanningConditionremovedandto

achievebetterenvironmentalconditionsandenhancedoperationalefficiency.

7.2.28 Thenetworkoffuturetaxiwayswillbedesignedtoensureadherencewiththesafetyanddesignstandardsin

CivilAviationPublication168LicensingofAerodromes(publishedbytheCivilAviationAuthority)26

.

Footnote 25SecretaryofStatefortheEnvironmentDecisionLetter,1981

Footnote 26www.caa.co.uk

4544

Section Two

7.2.29 BirminghamInternationalAirportisequippedwiththenecessarynavigationalandtechnicalaidstoassistin

allweatheroperationsandprovideasafeoperatingenvironment.

7.2.30 AnextensiontotheMainRunwaywouldaffectthemajorityofthecurrentInstrumentLandingSystem(ILS)

facilities. Therefore, the relocation of the ILS ‘Glidepath’ and ‘Localisers’, together with the provision of

appropriate‘criticalareas’and‘sensitiveareas’,wouldberequiredwiththeproposedextensiontotheMain

Runway.Inaddition,the‘farfield’ILSenvironment,anditssuitabilitytoCATIIIStandards,willbereviewed

toensureanobstaclefreeoperatingenvironment.Theothernavigationalaidsshouldnotbedirectlyaffected

bytheproposedextensiontotheMainRunway.

7.2.31 TheAirportCompanywillalsoprovideforaregularre-equipmentandreplacementprogrammeinrelationto

thenavigationalaidandtelecommunicationequipment.Inaddition,longertermplanstoreplaceInstrument

LandingSystemswithMicrowaveLandingSystems(MLS)and/orGroundPositioningbySatellite(GPS)will

beconsideredbytheAirportCompany.

Airspace

7.2.32 TheWhitePaperrecognisestheneedtoprovideairspacecapacitytosupportairportexpansionandstates:

“If the additional airport capacity which would result from the proposals in this White Paper is to be

effectivelyutilised,itmustbematchedbyacorrespondingincreaseinairspacecapacity……….”

“Thismustbedonewithoutcompromisingtheexistingstandardsofsafetyandmusttakeaccountofany

environmentalimpacts.”27

7.2.33 Asaresult,theWhitePapertaskstheCAA,withtheinvolvementofNationalAirTrafficServices(NATS)and

othermajorprovidersofairtrafficservices,toworkupfutureproposalsfortheUK’sairspace:

“……….withaviewtothephasedimplementationofchangestoeliminateconstraintsandpermitthe

integrationoftheforecastincreasesinaircraftmovements……….”28

7.2.34 WhilstairspaceplanningandregulationisformallytheCAA’sresponsibility,thepotentiallocalairspaceissues

andimpactshavebeenconsideredbytheAirportCompanyindevelopingthisMasterPlan.

7.2.35 IntheUK,theCAAregulatesacomplexairspacestructuretosupportanextensivenetworkofarrivaland

departure routes,with the interactionofvariousairportshavingan impactoncapacity in thesurrounding

airspace.

7.2.36 TheregulatedairspacearoundBirminghamInternationalAirportisdesignatedasClassDControlledAirspace.

Aviationlegislationrequiresallaircraftwishingtoenter,orfly,withinthisControlledAirspacetomakeradio

contactwithNATS(astheAirTrafficControlserviceprovideratBirminghamInternationalAirport)andobtain

clearance to operate. NATS control the airspace using a combination of radio instructions and radar

surveillancetomanagetheprevailingairtrafficsituation.

7.2.37 CoventryAirportislocatedapproximately11mileseastsoutheastofBirminghamInternationalAirportand

lies beneath, but within, the lateral limits of the Birmingham Controlled Airspace. Such close proximity,

combinedwiththealignmentoftherespectiverunways,createsaninterfacebetweenthetrafficpatternsofthe

twoairports.AllactivityatCoventryAirporthastobesafelyintegratedwithtrafficforBirminghamInternational

Airportandthiscancauseconflictsindemandforaccesstothesameairspace,withdelaystosometrafficat

BirminghamInternationalAirport(andCoventryAirport)atpeakperiods.



7.2.38 Induecourse,BirminghamInternationalAirportwillneedtomovetoa‘fullyco-ordinated’runwaymovement

schedulingstatusandneed to increase thepeakhourcapacityof theMainRunway from thecurrent40

movements per hour to 48 movements per hour. It will also be necessary to operate at this peak hour

capacityforsignificantperiodsduringtheday.Thedevelopmentofrunwaycapacityisrequiredtomaximise

theutilisationoftheexistingMainRunway,inaccordancewiththeWhitePaper.TheWhitePaperalsoidentifies

Birmingham International Airport as the principal international passenger airport for the Midlands and,

therefore,itisessentialthatadequateairspacecapacityissafeguardedforthedevelopmentproposalsset

outinthisMasterPlan,withplanningbodiesneedingtotakeintoaccounttheneedtoprovidethenecessary

airspace.

2SECTION

4544

Airfield Infrastructure Policies

ARF1 TheAirportCompanywillprovidethehighestpossiblesafetyrequirementsforthelandingandtakingoffof

aircraftandthegroundmovementofaircraft, inaccordancewithCivilAviationAuthorityrequirementsand

standards.

ARF2 TheAirportCompanywillprovideandoperatearunwayandtaxiwaysysteminaccordancewithCivilAviation

Authoritystandards,andsufficienttomeetdemandandbeoperatedtomaximumefficiency.

ARF3 TheAirportCompanywilldesignitsairfieldfacilitiesinaccordancewithCivilAviationAuthorityrequirements

andstandards.

ARF4 TheAirportCompanyproposestoextendtheMainRunway(15/33)toalengthof3,000metres,inorderfor

BirminghamInternationalAirporttoserveawiderrangeofdirectworld-widedestinationsandroutes.Itis

proposed, subject to continuing market and financial appraisal, that the extension to the Main Runway

shouldbeavailableforoperationaluseby2012.

ARF5 TheAirportCompanyproposestoclosetheSecondaryRunway(06/24)toimproveoperatingarrangements

andenvironmentalconditionsandtoallowforthefurtherdevelopmentoftheAirport.

ARF6 TheAirportCompanyproposes toprovideanappropriatenetworkof taxiways toprovide forsafeaircraft

groundmovementbetweentheRunwaysandthePassengerTerminalandElmdonTerminalSites,andalso

withinthePassengerTerminalandElmdonTerminalSites.

ARF7 TheAirportCompanyproposes tosubmitaPlanningApplication tohave theexistingPlanningCondition

concerningtheParallelTaxiway(TaxiwayA),restrictingitsusebetween2300and0700,removed.

ARF8 PublicSafetyZoneswillbeprovidedattheendsoftheMainRunway, inaccordancewithDepartmentfor

Transportrequirements.

ARF9 TheAirportCompanywillensuretheprovisionofacomprehensiverangeofappropriateairnavigationaids.

ARF10 TheAirportCompanywillensurethehighestpossiblesafetyrequirementsconcerningAirTrafficControland

AirspaceforBirminghamInternationalAirport,inaccordancewithCivilAviationAuthorityrequirementsand

standards.

ARF11 TheAirportCompanywillseektosafeguardanddevelopthenecessaryairspacecapacityrequiredtomake

maximumuseoftheMainRunway,anditsproposedextension,andalsotosupportthefurtherdevelopment

ofBirminghamInternationalAirport.

4746

Section Two

2SECTION

4746

7.3 PassengerTerminalFacilities

RoleofthePassengerTerminalFacilities

7.3.1 Passengerterminals,andtheassociatedpassengerterminalfacilities,mustprovidethenecessarypassenger

terminalcapacitytosafelymeettheanticipateddemandandtherequiredstandardsofcustomerservice.Key

elementsinmeetingthisobjectiveare:

> apronareasandaircrafthardstanding.

> airsidevehiclecirculatoryroads.

> passengerterminalbuildings.

> landsidevehicleset-downandpick-upfacilities.

> landsidevehiclecirculationroadsandsurfaceaccess.

> publictransportfacilities.

> carparkingfacilities.

> commercialandconcessionairesupportfacilities.

> operationalsupportfacilities.

PrinciplesofPassengerTerminalDesign

7.3.2 Thefactorswhichinfluencepassengerterminaldesignare:

> passengerforecastsandBusyHourRates.

> safetyconsiderations.

> customerneeds.

> regulatoryandcontrolauthorityrequirements.

> servicestandards.

> trafficmixandtraffictype.

> commercialconsiderations.

InaccordancewiththeAirportCompany’ssustainabilityobjectives,anadditional,andimportant,

requirementforBirminghamInternationalAirportandthisMasterPlanistheneedtofacilitateandopitimse

themodalshiftofsurfaceaccessbypublictransport.

SiteAssessment

7.3.3 The Passenger Terminal facilities at Birmingham International Airport were transferred to the existing

PassengerTerminalSitein1984,totakeadvantageoftheexcellentlinkstothenationalroadandrailnetworks

andbecauseofthegreaterspaceavailableforlongtermdevelopment.

7.3.4 Lookingtothefuture,theAirportCompanyconsidersthatthecurrentPassengerTerminalSite,totheeast

of theMainRunway,will continue toprovide theoptimumsite for thedevelopmentof furtherPassenger

Terminal facilities. Thekeyadvantageremainstheproximityofexcellentsurfaceaccessbyroadandrail.

Thescaleofnewfacilitiesrequired,toaccommodatetheforecastgrowthindemandto2030,isconsideredto

needtheexpansionofthePassengerTerminalfacilitiesintotheAirport’scurrentLongStayCarPark1and

areaoftheNECWesternCarPark.

7.3.5 TheAirportCompanyhasanalysedpotentialsitesforthefurtherdevelopmentofPassengerTerminalfacilities

attheElmdonTerminalSite.Itwasconcludedthata‘standalone’PassengerTerminalfacilityattheElmdon

TerminalSitewasnotthepreferredoption,asitwouldinvolveasplitsiteoperation;itwouldbeundesirable

in terms of both customer service and surface access by public transport; and economies of scale and

operational efficiencies would be lost. However, the development of Passenger Terminal facilities at the

ElmdonTerminalSitecannotbeeliminated,shoulditnotbepossible,duringtheplanperiodforthisMaster

Plan,tomeetallofthecapacityrequiredattheexistingPassengerTerminalSite.

Passenger Terminals Development

7.3.6 For master planning purposes, the location, shape, footprint and operating concept of future passenger

terminal capacity is required, together with an understanding of how the future passenger terminals will

interfacewiththeairsidefacilitiesandthelandsideaccessinfrastructure. However,atthisstage, it isnot

possibletoincludeadetailed,architecturaldesignofanyfuturepassengerterminalsoranydetailedrevisions

totheexistingpassengerterminals.

Demand

7.3.7 AssetoutinChapter5,BirminghamInternationalAirportisforecasttogrowto27.2millionpassengersper

annumby2030,withgrowthexpectedinallofthekeymarketsectors.Theforecasts(inmillionpassengers

p.a.)arepresentedinthetablebelow,bymarketsector.

Passenger Forecasts for Birmingham International Airport by Market Sector

7.3.8 Fromtheseforecastsofpassengertraffic,futurebusyweekschedulesforaircraftandpassengermovements

havebeenderivedtocalculatehourlypassengerflows,whicharethekeyparametersforpassengerterminal

capacity.Thedesignphilosophyregardingfuturepassengerterminalcapacityistomaximisetheuseofthe

existingpassengerterminals,i.e.Terminal1andTerminal2,andexpandthesePassengerTerminalswithinthe

currentenvelopeforthePassengerTerminalSite.

48

Section Two

Domestic

Short-haulInternationalScheduled

Long-haulScheduled&Charter

TourOperatorLeisure(Charter)

2.0

7.4

3.4

2.5

2.2

9.9

5.1

2.4

2.7

14.3

8.0

2.2

20302020201520102004

1.7

5.8

1.6

2.4

1.5

4.2

0.9

2.6

Total 15.3 19.6 27.211.59.2

2SECTION

49

7.3.9 In response to growth, the Airport Company already had a number of schemes to expand and enhance

passengerterminalcapacity.Theseschemeshadpreviouslybeenpublishedaspartoftheextensiontothe

OutlinePlanningApprovalfortheExpansionofthePassengerTerminalFacilitiesandRelatedInfrastructure,

approvedin200329

.Theschemes,takenintoaccountinthepresentanalysis(someofwhichhavenowbeen

provided),are:

> ExpansionofTerminal1AirsideDepartureLoungeCapacity.

> ImprovementstoTerminal1OutboundSecurityControls.

> ExpansionofTerminal1InboundImmigrationControlsandBaggageReclaimCapacity.

> ExpansionofTerminal1Check-InArea.

> ModificationofTerminal2Frontage.

> ExpansionofTerminal2Check-InArea.

> ImprovementstoTerminal2OutboundSecurityControls.

> ImprovementstoTerminal2AirsideDepartureLounge.

> ExpansionofTerminal2toincreaseDeparturesandArrivalscapacity.

Other significant planned schemes included the replacement of the International Pier for Terminal 1, the

‘SatellitePier’forTerminal1andaPierforTerminal2.

7.3.10 Basedontheseincrementaldevelopmentprogrammes,it isforecastthatthecurrentPassengerTerminals

canbeexpandedtoaccommodatethefollowingpassengerthroughput:

Terminal 1 11-12millionpassengersp.a.

Terminal 2 6-7millionpassengersp.a.

7.3.11 OncethemaximumcapacityofthecurrentPassengerTerminalshasbeenexhausted,itwouldbenecessary

todevelopaThirdPassengerTerminal.Onanincrementalbasis,thisnewfacilitywouldneedtobedeveloped

toaccommodateathroughputof9millionpassengersp.a.by2030.

Landside Access

7.3.12 Theprovisionofappropriatelandsidevehicleset-downandpick-upcapacity,convenienttothePassenger

Terminals,isakeyelementinpassengerterminaldesign.Itisessentialthatadequatecapacityandspace

isprovidedforvehicleset-downandpick-up,(withintheTrafficRegulationOrdersandsubjecttotherelevant

securityrequirements).TheDepartmentforTransportlaysdownstringentsecurityrequirementsinrelationto

unattendedvehiclesandtheminimumdistancefrombuildingswherevehicleset-downandpick-upcanbe

provided.Inthefuture,specificlocationsforvehicleset-downandpick-upmayberequired,ratherthanthe

traditionalextensivekerbsidevehicleset-downandpick-upwhichhasbeenprovidedimmediatelyoutside

passengerterminals.

7.3.13 TheAirportCompanyproposestorevisetheinternallandsidecirculatoryroadnetworkwithinthePassenger

TerminalSite,inordertofacilitateaccessfortheproposedfurtherdevelopmentofTerminal1andTerminal

2, and also the proposed Terminal 3, and to meet Department for Transport security requirements and

standards.ItisproposedthatthegyratorysystemforthePassengerTerminalSitewillbeextendedtoreflect

theexpansionof thePassengerTerminal facilitiesand toprovide full access toall the landside facilities,

includingcarparking. Someof the internal landsidecirculatoryroadnetworkmaybeprovidedas ‘grade

separated’, inordertoimprovecirculationandprovidefurthercapacityinwhatisotherwiseaconstrained

site.


5150

Section Two

7.3.14 ThePassengerTerminalswillneedtobelinkedtothepublictransportfacilities(tobeconcentratedatthe

BirminghamInternational Interchange). Therefore, inadditiontotheexistingAir-RailLink (linkingTerminal

1 with the Birmingham International Interchange), upgrades are proposed to provide additional capacity.

It is also proposed that a new link should be provided from Terminal 3 to the Birmingham International

Interchange. The exact form of the link (i.e. people mover, moving walkway or other system) would be

assessedinthefuture,astechnologiesdevelop.

Car Parking

7.3.15 The balanced provision of appropriate car parking capacity to serve the Passenger Terminal Site will be

importantintermsofcustomerservice.TheAirportCompanywillprovidefurthercarparkingcapacityfor

passengers,visitorsandemployees,inordertoservethePassengerTerminalSite.Itisproposedtomaximise

thecarparkingcapacityprovidedat thePassengerTerminalSite, and thiswill beachievedbyproviding

additional multi storey car parking. However, some car parking capacity, and in particular long stay car

parking,willbeprovidedasremotecarparkingawayfromthePassengerTerminalSite.Thefuturerequirements

forcarparkingaresetoutinChapter8onSurfaceAccess,withfutureproposalsforcarparkingshowninthe

ProposalsMapsinSection3.

Aprons and Aircraft Stands

7.3.16 Thekeyelementwithapronhardstanding is toensurethat therearesufficientaircraftstandstomeet the

peakdemand.Someaircraftstandsare‘airbridgeserved’,andsomeare‘remotestands’whichcanonlybe

reachedbypassengerswalkingto/fromaircraftorbypassengersbeingbussedto/fromaircraft.

7.3.17 Theapronareasareconnectedtotherunwaysbytaxiways.Itisimportantinthecaseofamultiplepassenger

terminaloperation,suchasBirminghamInternationalAirport,thataflexibletaxiwaysystemisprovidedto

allowaccesstothePassengerTerminalsandtorationalisetheuseoftherunway,particularlyatpeaktimes.

7.3.18 Theaircraftstandswhichmakeuptheapronareasneedtobesizedinrelationtothetypeandmixofaircraft

thatuseBirminghamInternationalAirportnow,andthatare forecast tousetheAirport inthefuture. The

aircraftstandsneedtobeabletoaccommodateavarietyofaircraft,fromsmallregionalaircrafttolargewide-

bodiedaircraft.Inaddition,aircraftstandsneedtobedesignedformaximumflexibility,sothatstandsfor

wide-bodiedaircraft couldalsobeusedby twosmaller aircraft. The layout and sizeof theapronareas

also have to comply with the safety and design standards in Civil Aviation Publication 168 Licensing of

Aerodromes(publishedbytheCivilAviationAuthority)30

.

7.3.19 The forecasts of stand demand assume that the largest aircraft to be accommodated at Birmingham

International Airport should be Airbus A330-300, Boeing 777-300 and Boeing 747-400. However, larger

aircraft, such as the Airbus A380, have been ordered by existing operators at Birmingham International

Airport,withthepotentialthattheycouldseektooperatethemattheAirportinthefuture.

7.3.20 TheexistinglayoutofthePassengerTerminalSite,andplannedcommitments,willeffectivelyconstrainthe

futuredevelopmentofapronareasandaircraftstands. The futurearrangements forapronhardstanding

should includedual taxilanesfor theproposednewapronareas, togetherwiththeprovisionofexpanded

areasforgroundservicesequipment.Inaddition,asignificantproportionofaircraftstandswillberemote

and,therefore,adequateprovisionwillneedtobemadeforbussinggates,airsidebusparkingandairside

accessroads.


2SECTION

5150

Passenger Terminal Facilities Policies

PAT1 TheAirportCompanyproposestoprovidefurtherPassengerTerminalcapacitytomeettheforecastgrowth

in demand. The Passenger Terminal facilities will be designed to meet customer service standards and

securityrequirementsandtomaintainoperationalefficiency.

PAT2 TheAirportCompanyproposestoprovidefurtherairsideandlandsidePassengerTerminalcapacitynecessary

tomeettheforecastgrowthindemandupto2030,basedontheexistingPassengerTerminals(Terminal1and

Terminal2)andaproposednewPassengerTerminal(Terminal3).

PAT3 TheAirportCompanyproposes toextendTerminal1,necessary tomeet the forecastgrowth indemand,

bycompletingairsideextensionstowardstheSecondaryRunway(06/24)andtheMainRunway(15/33),and

landsideextensionswithin-filling.TheAirportCompanyproposestoextendTerminal2,necessarytomeet

theforecastgrowthindemand,byextensionstowardstheMainRunway(15/33)andintotheexistingLong

StaySurfaceCarPark1.

PAT4 TheAirportCompanyproposesthattheNECWesternCarParkshouldbesafeguardedtocaterforcontinuing

growthanddemand,andfortheexpansionofthePassengerTerminalSiteandPassengerTerminalfacilities

upto2030.

PAT5 TheAirportCompanyproposesthattheproposednewTerminal3,necessarytomeettheforecastgrowthin

demand,shouldbeaccommodatedwithinasitebasedontheNECWesternCarParkandtheexistingLong

StayCarPark1andStaffCarPark.

PAT6 TheAirportCompanywillprovideandoperateanapronandtaxiwaysystemforthePassengerTerminalSite

inaccordancewithCivilAviationAuthoritystandards,andsufficient tomeetdemandandbeoperated to

maximumefficiency.

PAT7 TheAirportCompanywilldesigntheexpansionsofPassengerTerminalFacilities inaccordancewithCivil

AviationAuthorityandDepartmentforTransportstandards.

PAT8 The Airport Company will provide airside equipment parking areas to meet operational and safety

requirements.

7.4 ElmdonTerminalSiteFacilities

RoleoftheElmdonTerminalSite

7.4.1 ThecurrentactivitiesattheElmdonTerminalSitearedominatedbysixbasicfunctions:

> AirTrafficControl.

> AircraftHangarageandMaintenance.

> BusinessAviationandGeneralAviation.

> Freight.

> In-flightCatering.

> AirportandAviationSupportServices.

TheHolidayInnHotelandtheGatewayEstatearealsoattheElmdonTerminalSite,butarelocatedoutside

theAirportboundary.

7.4.2 Priorto1984,theElmdonTerminalSitewasthelocationforpassengerterminalfacilitiesattheAirportandthe

currentlayoutofthesiteisstillinfluencedbythatformeruse.ItisproposedthattheElmdonTerminalSitewill

continueitsroleasanareaforaviationsupportandancillaryairportservices.

7.4.3 WiththeexceptionoftheAirTrafficControlfacilitiesandcoreairsideinfrastructure,thescale,mixanddetail

oftheproposalsforaviationsupportandairportancillaryserviceswilldependonthecommercialdemand

fromairlinesandtheaviationsupport industryandtheconstraintsforairportancillarydevelopmentatthe

PassengerTerminalSite.WhilstgeneralusageandzoningoftheareaisproposedinthisMasterPlan,itisnot

practicaltodevelopanydetailedlayouts.

AirTrafficControl

7.4.4 AirTrafficControl iscurrentlyprovided,onbehalfof theAirportCompany,byNationalAirTrafficServices

(NATS). The existing Air Traffic Control Tower (ATC Tower) and Visual Control Room (VCR) are housed

intheElmdonBuilding.Whilstthislocationisacceptableforthecurrentairfieldlayout,itisunabletoprovide

afullyunobstructedviewtoallareas.Thisrequirementwouldbefurthercompromisedwithanextensionto

theMainRunway.Therefore,theAirportCompanyisplanningforanewATCToweraspartofthisMaster

Plan.

7.4.5 PotentiallocationsforanewATCTowerhavebeenassessed,basedonthefollowingcriteria:

> thevisibilityoftherunways,taxiwaysandapronareas.

> thevisibilityofthevisualcircuitandrunwayapproaches.

> therequiredheightforanATCTower,relativetotheObstacleLimitationSurfaces.

> electromagneticcompatibilityfactors.

> accesstoservices,vehicleaccessandparking.

> security.

andtwoareasforthelocationofanewATCTowerwereidentified:

> thePassengerTerminalSite.

> theElmdonTerminalSite.

5352

Section Two

7.4.6 LocationsatthePassengerTerminalSitewouldnotallowunobstructedlinesofsighttoallaircraftmanoeuvring

areas.Therefore,theAirportCompanyproposesanewATCTowerattheElmdonTerminalSite.Theproposed

siteforanewATCTowerisidentifiedontheMasterPlanProposalsMapfor2015inSection3.

7.4.7 TheheightofthenewATCTowerisprimarilydependentonmeetingtherequiredvisibilitycriteria.Thiswould

necessitateahigherATCTowerthantheexistingATCfacilityintheElmdonBuilding.However,theproposed

location,whichisthehighestpointoftheAirportSite,wouldenabletheproposedATCTowerheighttobe

limitedto37metresabovegroundlevel.ThefinallocationandheightfortheproposednewATCTowerwould

havetobeagreedwiththeCAA.

Aircraft Hangarage and Maintenance

7.4.8 Allaircraftaresubjectedtoregularinspectionsandmaintenance,rangingfromamanualinspectionpriorto

every flight to a major overhaul where an aircraft is stripped down and re-assembled. Some aircraft

maintenance isundertaken indedicatedfacilitiesprovidedforairlines,whilstotheraircraftmaintenance is

undertakenas‘thirdparty’maintenanceindedicatedfacilitiesprovidedforaircraftmaintenancespecialists.

Aircraft maintenance requires the provisionof aircraft apron hardstanding (and taxiway links) and aircraft

hangaragewheremaintenancecanbeundertakenundercover.

7.4.9 TheaircrafthangarageandmaintenancefacilitiesatBirminghamInternationalAirportarenownearingtheend

oftheiroperationallivesandwillneedreplacement.TheAirportCompanywillplanforanincreaseinaircraft

hangarage and maintenance capacity and the development of new aircraft hangarage and

maintenancefacilitiesattheElmdonTerminalSite,includingthereplacementofthetwocurrenthangars,as

necessarytomeetdemand.Inaddition,theAirportCompanywillalsoconsidertheneed,andcapacity,for

‘thirdparty’aircrafthangarageandmaintenance.TheareatothewestoftheexistingSecondaryRunway(06/24)

isconsideredtoofferfavourableopportunitiesforthefurtherdevelopmentofdedicatedaircrafthangarageand

maintenancefacilities,whichinturnwouldbeenhancedbytheclosureoftheSecondaryRunway(06/24).

TheAirportCompanyproposesthatsuchdevelopmentwouldbesupportedbyappropriateenvironmental

mitigationmeasures.

7.4.10 Aircraftenginegroundrunningisanessentialpartofaircraftmaintenance.TheAirportCompanyhasdeveloped

astringentsetofprocedurestoenableaircraftenginegroundrunningtobeundertakeninalimitednumberof

locationsattheAirport,andthesearegovernedbylocaloperatingissuesandenvironmentalconsiderations.

However,theAirportCompanyisverymuchawareoflocalresidents’concernsaboutaircraftengineground

runningand, therefore,undertooka study toexamine the technicaloptions toprovide for aircraft engine

groundrunninginthefuture.

7.4.11 Thestudyconcludedthatadedicated,purposebuiltEngineGroundRunningFacilitywastechnicallyfeasible

and thebest long termoption for aircraft engineground running. Anumberof sitesat theAirportwere

considered,takingintoaccountaircraftaccess,AerodromeSafeguardingandenvironmentalimpactissues

(particularlynoise),withadedicatedEngineGroundRunningFacilityattheElmdonTerminalSiteconsidered

to be the best technical and environmental solution. The proposed site for a dedicated Engine Ground

RunningFacilityisidentifiedontheMasterPlanProposalsMapfor2015inSection3.

2SECTION

5352

Business and General Aviation

7.4.12 GeneralAviationismadeupofpublicserviceaviationactivities,certaincommercialaviationactivitiesand

privateaviation(forbusinessandleisure).AkeyelementofGeneralAviationisBusinessAviation,whichis

made up of air taxi and corporate aircraft operations, often related to commerce and industry in the

Midlands.

7.4.13 Overall,theAirporthaslimitedspaceandrunwaycapacityavailableforGeneralAviationanddoesnotgenerally

encouragethedevelopmentofprivateaviation(whichisnotconsideredcompatiblewiththecorecommercial

passengeroperations). It is theAirportCompany’spolicy that licences forhome-based recreational and

trainingoperationswillnotbereplacedinthefuture,astheyexpire.

7.4.14 However,BusinessAviationisanimportantpartoftheAirport’sroleinsupportingtheRegion.Thedevelopment

ofBusinessAviationfacilities,basedontheElmdonBuildingandtheWesternApron,willbeencouraged.

Dedicated hangarage and maintenance facilities for Business Aviation can also be incorporated into the

overallproposalsforthefuturedevelopmentofaircrafthangarageandmaintenancefacilitiesattheElmdon

TerminalSite,subjecttoneedanddemand.

Freight

7.4.15 FreightfacilitiesforBirminghamInternationalAirportarecurrentlylocatedattheElmdonTerminalSite,using

purpose-built facilities,suchastheArgosyBuilding,BritishAirwaysCargoCentre,ExpressFreightTransit

ShedandServisairCargoCentre.Inthefuture,theAirportCompanydoesnotconsiderthedevelopmentof

purpose-builtfacilitiesfordedicatedairfreightservicestobeapriorityfortheAirport.

7.4.16 IntheGovernment’sConsultationDocument-TheFutureDevelopmentofAirTransportintheUnitedKingdom:

TheMidlands31

,publishedin2002priortotheWhitePaper,futurelevelsoffreightactivityforBirmingham

InternationalAirportwereforecasttobe200,000tonnesp.a.by2030(comparedwith14,681tonnesin2006).

Thisforecastwasbasedonthemajorityofsuchfreightactivitybeingcarriedinthe‘belly-holds’ofscheduled

passenger services,as iscurrently thecasewith freightactivityatBirmingham InternationalAirport,with

thesignificantincreaseresultingfromtheforecastgrowthinscheduledpassengerservices,particularlyinthe

long-haulsector.Therefore,theAirportCompanywillsupportthedevelopmentoffacilitiesforfreightcarried

inthe‘belly-holds’ofscheduledpassengerservices.

7.4.17 However,such‘belly-hold’freightactivityonscheduledpassengerservices,anditsfuturegrowth,wouldbe

greatlyenhancedbyusingdedicatedprocessingfacilities,basedonexisting,ornew,facilitiessimilartothose

whichwereproposedwiththeformer‘FreightWest’scheme(grantedOutlinePlanningApprovalin1991).In

thefuture,theAirportCompanyanticipatesthattheElmdonBuildingwillnotbeusedtoprocessfreight,and

theExpressTransitShed,theInternationalBuildingandtheLinkBlockwillberemoved,andnotnecessarily

bereplacedbybuildingstoprocessfreight.However,theArgosyBuildingwillberetained,anditisanticipated

that the British Airways Cargo Centre and the Servisair Cargo Centre will be retained to support freight

activitiesattheElmdonTerminalSite.

5554

Section Two


2SECTION

5554

Apron and Taxiway Issues

7.4.18 Separateanddedicatedapronhardstanding,appropriatetothesizeofaircraft,willneedtobeprovidedand

developed at the Elmdon Terminal Site for Aircraft Hangarage and Maintenance, Business Aviation and

Freight,with taxiway links to theMainRunway. Theapronhardstandingandnetworkof taxiwayswillbe

designedinaccordancewiththesafetyanddesignstandardsinCivilAviationPublication168Licensingof

Aerodromes(publishedbytheCivilAviationAuthority)32

.

In-flight Catering

7.4.19 TheAirport’sin-flightcateringfacilitiesarebasedattheElmdonTerminalSite,withadditionalsupportfacilities

attheGatewayEstateandoff-site.TheforecastgrowthinpassengeractivityatBirminghamInternational

Airport isanticipated to increase thedemand for in-flightcatering,but thegrowth in the ‘no frills’market

sector,where in-flightcatering isnotnecessarilyapriority,willalsoaffect theoveralldemand for in-flight

catering.TheAirportCompanyproposestosafeguardlandattheElmdonTerminalSite,bothfortheexpansion

ofexistingin-flightcateringfacilitiesandalsotheprovisionofadditionalnewin-flightcateringunits.

Elmdon Terminal Building

7.4.20 TheElmdonBuildingpreviouslyprovidedtheAirport’spassengerterminalfacilities.TheElmdonBuildingstill

reflectsitsformeruseasapassengerterminal,althoughitsinternallayouthaschangedsubstantially.Whilst

theAirportCompanydoesnotproposetodevelopnewpassengerterminalfacilitiesattheElmdonTerminal

Site,shouldmarketconditionschange,considerationmaybegiventore-establishingtheElmdonBuildingfor

passengeroperations.

Commercial and Operational Accomodation

7.4.21 Inadditiontothespecificfacilitiesalreadydiscussed,thereisarangeoffurther,typicallysmall-scale,general

supportandcommercial facilitiesatarangeof locationsacrosstheElmdonTerminalSite. These include

supportfacilitiesforWestMidlandsPolice,otherControlAuthoritiesandspecialsecurityarrangements,as

wellasfacilitiesforairlines,handlingagentsandotherAirporttenants.

7.4.22 In the future, theAirportCompanywillprioritiseactivitiesat theElmdonTerminalSite thatare ‘airport’or

‘airportrelated’,includinghoteldevelopment.


5756

Elmdon Terminal Site Facilities Policies

ELM1 TheAirportCompanyproposestoprovideanefficientleveloffacilitiesattheElmdonTerminalSitetomeet

customerneedsforAircraftHangarageandMaintenance,BusinessAviation,FreightHandlingandProcessing,

In-FlightCateringandothersupportfacilitiesandinfrastructurerelatedtotheactivitiesattheElmdonTerminal

Site.

ELM2 The Airport Company proposes to provide for aviation support and airport ancillary services and airport

ancillarydevelopmentattheElmdonTerminalSite.

ELM3 TheAirportCompanywillprovideandoperateanapronandtaxiwaysystemfortheElmdonTerminalSite

inaccordancewithCivilAviationAuthoritystandards,andsufficient tomeetdemandandbeoperated to

maximumefficiency.

ELM4 TheAirportCompanywilldesignthefurtherdevelopmentoftheElmdonTerminalSiteinaccordancewithCivil

AviationAuthorityandDepartmentforTransportstandards.

ELM5 TheAirportCompanyproposestoprovideanewAirTrafficControlTowerattheElmdonTerminalSite.

ELM6 TheAirportCompanyproposes toprovideproceduresanddedicated facilities forAircraftEngineGround

RunningattheAirport,inordertomitigatetheenvironmentalimpactofaircraftenginegroundrunningatthe

Airport.

ELM7 TheAirportCompanydoesnot intend toencouragegrowth ingeneralaviationactivityat theAirport,but

proposestocontinuetoprovidededicatedfacilitiesforBusinessAviationbasedontheElmdonBuilding.

Section Two

2SECTION

5756

7.5 AirsideSupport&LandsideAncillaryFacilities

RoleofAirsideSupport&LandsideAncillaryFacilities

7.5.1 Awiderangeofessentialcommercialandoperationalfacilitiesneedtobeprovidedatanairport,inorderto

supportitsactivities.

7.5.2 WiththefurtherdevelopmentofcommercialfacilitiesatthePassengerTerminalSiteandtheElmdonTerminal

Site,itisimportantthattheAirportCompanyconcentratessuchdevelopmentonactivitieswhichare‘airport’

or ‘airport-related’, or ‘ancillary’ to the Airport. The Airport Company will be sensitive to local planning

policiesintermsofsuchdevelopment,particularlyinrelationtothetypeandscaleofactivityandthequantity

oflandtobesafeguarded.

7.5.3 Manyoftheoperational issuesassociatedwiththePassengerTerminalSiteandtheElmdonTerminalSite

aremandatoryandstrictlycontrolledbyeither theGovernmentand itsagencies (theControlAuthorities,

includingCustoms,ImmigrationandthePolice)ortheCivilAviationAuthority(CAA).Theyareoutsidethe

directcontroloftheAirportCompany.However,therearealsootheressentialoperationalissuesforwhich

the Airport Company is directly responsible. The Airport Company proposes to provide appropriate

accommodationandfacilitiesatboththePassengerTerminalSiteandtheElmdonTerminalSitetomeetthese

mandatoryoperationalrequirementsandotheroperationalneeds.

CarHire

7.5.4 TheAirportCompanyprovidesfacilitiesforhirecars,themajorityofwhichareusedbyinboundpassengers.

InadditiontotheaccommodationprovidedforcarhirecompanieswithinthePassengerTerminals(asdesks

andoffices),theAirportCompanyprovidesthecarhirecompanieswithon-sitecarparkingfacilities,close

tothePassengerTerminals,wherepassengerscancollectandreturnhirecars.Separatemaintenanceand

valetingfacilitiesarealsolocatedatthePassengerTerminalSite.Inthefuture,theAirportCompanyproposes

to provide sufficient car parking capacity, conveniently located to the Passenger Terminals, to meet the

anticipateddemandforcarhire.Carhirecompaniesmaycontinuewithon-sitevaletingandmaintenance,

butanalternativesitetotheexistingfacilitiesmayberequired,toavoidconflictswiththefurtherdevelopment

ofthePassengerTerminalSite.Suchcarhirevaletingandmaintenancefacilitiescouldbeprovidedatthe

ElmdonTerminalSite.

Hotels

7.5.5 TheNovotelHotel,atthePassengerTerminalSite,wasopenedin1991.Inaddition,anEtapandIbisBudget

Hoteliscurrentlyunderconstruction,atthePassengerTerminalSite,inpartofthecurrentShortStayCarPark

totherearoftheNovotelHotel.ThenewEtapandIbisBudgetHotelisduetoopenin2008.

7.5.6 Reflectingtheforecastincreaseinpassengerthroughputto2030,theAirportCompanyexpectsdemandfor

furtherhotels(bothbudgetandpremiumhotels)torise.Itisnotpossibletoidentifyspecificsitesatthisearly

stage,but furtherhoteldevelopmentwouldbeexpectedtobeat thePassengerTerminalSite,withgood

access.

5958

Section Two

Petrol Station

7.5.7 AtmanyUKairports,petrolfillingstationsandconveniencestoresarenowprovided,toservetheneedsof

passengersandemployees.TheAirportCompanywillexaminetheopportunitiestoprovideforapetrolfilling

stationandconveniencestoreatthePassengerTerminalSite.

Aviation Fuel Facilities and Fuel Farm

7.5.8 AviationfuelisprovidedattheAirportbyaconsortiumoffuelcompanies.Thefuelisstoredanddistributed

toaircraftfromtheexisting‘FuelFarm’,whichislocatedatthePassengerTerminalSite,adjacenttoTerminal

2.TheaviationfuelisdeliveredtotheFuelFarmbytwomethods;anundergroundpipeline(runningbetween

terminal port facilities at Fawley, Hampshire and a terminus at Kingsbury, Warwickshire) and vehicle fuel

tankers.

7.5.9 Ideally,aFuelFarmshouldbelocatedclosetothemainaircraftapronareasandstands,withgoodlandside

access. However, the planned apron expansion at the Passenger Terminal Site imposes constraints,

particularlyintermsoftheavailabilityofland.ItisproposedtoretaintheexistingFuelFarminitscurrent

location,but,inthelongterm,analternativenewsitefortheFuelFarm,attheElmdonTerminalSite,willhave

tobeconsidered.

7.5.10 The number and size of tanks required for the Fuel Farm will need to be sufficient to provide adequate

workingcapacity,takingintoaccountpeakperiodrequirements,replenishmentarrangementsandemergency

reserverequirements.

7.5.11 Atpresent,onlystandsatTerminal2canbeservedbyafuelhydrantdeliverysystem,withthemajorityof

stands at the Passenger Terminal Site served by vehicle fuel bowsers. With the proposed expansion of

thePassengerTerminalSite, it isproposedthattheproportionofaircraftstandswhichareservedbyfuel

hydrantdeliveryshould increase,which, in turn,should reduce theoverallnumberofvehiclemovements

aroundaircraftstands.Nevertheless,asignificantnumberofaircraftstandswillcontinuetobeservedby

vehicle fuelbowsers,whichwill generatemovementsbetween theFuelFarmand theaircraft standsnot

servedbyfuelhydrantdelivery.

Fire and Rescue

7.5.12 There is an operational requirement on the Airport Company, set by the Civil Aviation Authority in Civil

AviationPublication168LicensingofAerodromes,toprovidefirefightingandrescueservices, inorderto

achievearesponsetimeoftwominutesandnotexceedthreeminutesinrespondingtoanypotentialincident

ontheairfield.AcomprehensivesetofEmergencyProceduresalsoexisttocomplementtheAirport’sfire

fightingandrescueservices,includingutilisinglocalauthorityfirefightingandrescueservices,dependingon

thescaleofanyaccidentorincident.

7.5.13 TheexistingAirportFireStationislocatedatthePassengerTerminalSite,adjacenttotheEngineeringBase.

Thissiteis,approximately,atthemidpointoftheexistingMainRunway(15/33).Withtheproposedexpansion

ofthePassengerTerminalSiteandtheproposedextensiontotheMainRunway,therequiredresponsetimes

canstillbeachievedfromtheexistingAirportFireStation.

2SECTION

5958

7.5.14 TosupporttheAirportFireStation,itisarequirementtoprovidetrainingfacilitiesforfirefightingandrescue.

SuchfacilitiesarecurrentlyprovidedattheFireTrainingGround,whichislocatedattheElmdonTerminalSite,

adjacenttotheHatchfordBrookGolfCourse.ItisproposedtoretaintheexistingFireTrainingGroundinits

currentlocation.

Office Accomodation

7.5.15 OfficeaccommodationisrequiredattheAirportforavarietyofpurposes,including:

> AirportCompanyOffices.

> Airline,HandlingAgentsandAviationrelatedoffices.

> ControlAuthorityoffices.

> Airport-relatedoffices.

> Commercial/Concessionrelatedoffices.

7.5.16 TheAirportCompanywillneedtodevelopfurtherofficeaccommodationtosupporttheincreasingactivities

atboththePassengerTerminalSiteandtheElmdonTerminalSite.Atthisstage,itisnotpossibletoforecast

specificofficerequirementsanddevelopments,but,asageneralprinciple,itisproposedthattheseshould

bedevelopedbytheAirportCompanyonamodular,multi-userbasistoensurethemostefficientuseofthe

limited landavailable. Inaddition, itwillbeessential tosafeguardappropriateofficeaccommodation for

specifictypesofdevelopmentandactivitieswithinthePassengerTerminalbuildingsandspecifictypesof

developmentattheElmdonTerminalSite.

Operational Accomodation

7.5.17 OperationalaccommodationfortheAirport,atboththePassengerTerminalSiteandtheElmdonTerminal

Site,coversawiderangeofairportactivities,whichrequirelocationswithimmediateordirectaccesstothe

airsideareas,i.e.:

> AircraftCleaningandWashingFacilities.

> AirportEngineeringBaseandStores.

> ParkingAreasforApronEquipment.

> ‘Ramp’AccomodationforAirportCompanyOperationalStaff,AirlinesandHandlingAgents.

7.5.18 ‘Ramp’accommodationislocatedatapronlevel,withimmediateaccesstotheairsideareasand,inparticular,

theaircraftapronareas.Thefuturedevelopmentofadditional‘ramp’accommodationforAirportCompany

operationalstaff,airlinesandhandlingagentswillbeaccommodatedwithinthefurtherdevelopmentofthe

PassengerTerminalfacilities.

7.5.19 Parkingandstorageareasarerequiredforapronequipmentand‘ramp’vehicles,withimmediateaccessto

theairsideareasand,inparticular,aircraftapronareas.Thefuturedevelopmentofsuchadditionalairside

parkingandstorageareaswillbeaccommodatedwithinthefurtherdevelopmentofthePassengerTerminal

facilities,includinganewdedicatedparkingareaforapronequipmentandaForwardFreightAreaadjacent

totheEngineeringBase.Inthislocation,MarstonGreenwouldbeshieldedfromsuchfacilitiesbytheexisting

NoiseBunds.

7.5.20 ThefuturedevelopmentofadditionalairsideparkingandstorageareasattheElmdonTerminalSitewillbe

accommodatedwithinthefurtherdevelopmentoftheElmdonTerminalSite.

7.5.21 TheEngineeringBaseisproposedtocontinueasthesitefortheAirportCompany’sengineeringandstores

facilities.Thesameareacurrentlyaccommodateshandlingagentandairlinevehiclemaintenancefacilities,

but,inthelongerterm,itisconsideredthatthesefacilitiescouldbebetterlocatedattheElmdonTerminal

Site.Asimilarrelocation,totheElmdonTerminalSite,isproposedfortheAirport’ssnowclearanceandother

seasonalairfieldvehiclesandequipment.

Visitor Facilities

7.5.22 Airportsattractasignificantnumberofvisitors,inadditionto‘meetersandgreeters’,withenthusiastsviewing

aircraft.ThereisadedicatedVisitorsCentreinTerminal1,the‘AviationExperience’,andtheAirportCompany

supportstheprovisionofsuchvisitorfacilitieswithinthePassengerTerminals.

7.5.23 AnexternalviewingsitewaspreviouslylocatedadjacenttotheFuelFarmoppositeTerminal2.Thishasbeen

removed,toaccommodateapronexpansion.

7.5.24 TheAirportCompanyrecognisestherecreationalvalueandinterestinprovidingaircraftviewingfacilitiesat

the Airport, but there are also security and safety implications. The Sheldon Country Park is located

immediatelytothenorthoftheAirfieldandalreadyhasparkingandpedestrianfacilities,andiswellserved

bypublictransport.TheAirportCompanyproposestoexploreopportunitieswithBirminghamCityCouncil

foranaircraftviewingareawithinSheldonCountryPark. Sucha facility,bynatureof its location,would

benefitthewidercommunity.

6160

Section Two

2SECTION

6160

Landside Support & Airside Ancillary Facilities Policies

LAF1 The Airport Company proposes to provide for the further development of Commercial Facilities and

Operational Facilities at the Passenger Terminal Site and the Elmdon Terminal Site, in order to meet the

forecast growth in air transport activity at the Airport.

LAF2 The Airport Company will safeguard sufficient space to meet the demand for car hire pick-up and return,

conveniently located to the Passenger Terminals. In addition, the Airport Company will support the

development of essential valeting and maintenance facilities for the car hire companies within the Airport

Operational Area.

LAF3 The Airport Company will consider opportunities to provide for further hotel development at the Passenger

Terminal Site. The precise location, grade, phasing and size of any future new hotel development will be

considered following further detailed study of the market for additional hotel development at the Airport.

LAF4 The Airport Company will consider opportunities to provide for a landside petrol filling station and convenience

store at the Passenger Terminal Site.

LAF5 The Airport Company proposes to retain the Fuel Farm in its current location at the Passenger Terminal Site,

but, in the long term, an alternative new site for the Fuel Farm, at the Elmdon Terminal Site, will have to be

considered.

LAF6 The Airport Company will safeguard land at the Elmdon Terminal Site for future Airport vehicle maintenance

facilities.

LAF7 The Airport Company will continue to provide facilities for spectators at the Airport.

6362

Section Two

7.6 ServicesandUtilities

7.6.1 InordertosupporttheproposeddevelopmentofBirminghamInternationalAirport,anetworkofservicesand

utilitysupplieswillbedeveloped,including:

> electricity.

> gas.

> telecommunications.

> water.

> drainage.

7.6.2 AmajoroverhauloftheAirport’sservicesandutilitieswasundertakenaspartofthedevelopmentofthe‘new’

PassengerTerminalfacilitiesopenedin1984.Sincethen,theAirportCompanyhascontinuedtoimprovethe

quality and arrangements for the supply of services and utilities to the Airport. In addition, the Airport

Companyalsoworkswithothercompaniesdevelopingfacilitiesat theAirport, inordertoensurethat the

qualityandsupplyofservicesandutilitiesisimprovedandmaintainedatahighstandard.

7.6.3 TheAirportCompanywillcontinuetoensurethatthereisadequatecapacityinitsexistingservicesandutilities,

and that there is the development of additional capacity, where appropriate, in line with the proposed

developmentof theAirport. Appropriate facilitieswill alsobe safeguarded for keyoperational functions,

suchasstand-byelectricitygenerationandwatersupplyandstorageforfirefighting.

7.6.4 TheAirportCompanyaimstodevelopanetworkofservicecorridors,wherepractical,toprovideanefficient

serviceandutilitydistributionsystemthroughouttheAirportSite.

7.6.5 Inrecentyears,theAirportCompanyhasundertakenanextensiveprogrammeofcontinuousimprovementsto

theexistingsurfacewaterandfoulwaterdrainagesystems.Majorpollutioncontrolprojectshavealsobeen

completedontheAirfieldtoensurethatsurfacewaterrun-offfromthesouthernendoftheMainRunway,

apronsandtaxiways,thatmaybecontaminatedbyde-icingorotherpollutants,iscapturedanddischarged

tothefouldrainagesystem,ratherthanlocalwatercourses.EarlywithintheplanperiodforthisMasterPlan,

inlinewithdiscussionswiththeEnvironmentAgency,proposalswillbebroughtforwardtodevelopapollution

controlsystemforthenorthernendoftheMainRunway.Thisprinciplewillbecontinuedwithallnewairfield

projects.

2SECTION

6362

Service and Utilities Policies

SAU1 TheAirportCompanywillliaiseandworkwithexternalserviceandutilityproviderstoensurethatadequate

strategicsuppliesareavailablefortheAirport.

SAU2 TheAirportCompanywillprovideacomprehensive,efficient,reliableandsafeserviceandutilitysupplyand

distributionnetwork,whereappropriateandfeasibleand incorporatingserviceandutilitycorridors, in line

withthegrowthanddevelopmentoftheAirport.

SAU3 TheAirportCompanywillmaintainacomprehensivesurfacewaterandfoulwaterdrainagesystem,tomeet

statutoryrequirements,andwilldeveloptheexistingsystem,inlinewiththefurthergrowthanddevelopment

oftheAirport.

SAU4 AllnewdevelopmentsattheAirportwillberequiredtodischargeviatheAirport’ssurfacewaterandfoulwater

drainagesystems.

7.7 Phasing

7.7.1 ThephasingoftheproposalssetoutinthisMasterPlanwillbecriticalinassessingthecommercialviability

and‘businesscase’offutureprogrammesforimplementation.

7.7.2 Thephilosophy,intermsofphasing,usedthroughoutthisMasterPlanisthattheproposalsshouldbe:

> demandled,i.e.futurefacilitieswillonlybeprovidedifitcanbedemonstratedthattheyarerequired

andtheywillnotbebuiltspeculatively.

> efficient,intermsofmaximisingtheuseofexistingresources.

> incremental,intermsofconstruction,i.e.onlyprovidefuturefacilitieswhentheyarerequired.

> effective,inmitigatingenvironmentalimpact,i.e.toreducethelandtakeandtopreservekeyareasof

ecologicalimportance.

7.7.3 TheAirportCompanybelievesthatithasachievedthisphilosophyinthisMasterPlan,notonlyinawaythat

isconsistentwiththeWhitePaper,butalsoinawaythatissustainable.

7.7.4 TheproposedphasingofthedevelopmentsoutlinedinthisMasterPlanissetout,inmoredetail,inSection

3–ProposalsMaps,basedonthefollowingPlanPeriods:

> AirportLayout2006.

> AirportMasterPlanProposalsMap2010.




TheseProposalsMapsdemonstratethephasingphilosophy.

KeyPhasingDates

7.7.5 In order to assist in the understanding of the Proposals Maps and the phasing, estimated dates for the

completionofkeyproposalsarelistedbelow:

Date Project/Scheme Notes

Airfield

2011 RelocateTaxiwayE TofacilitateApronExpansion.

2012 ExtensiontoMainRunway TomeetdemandforLong-haulDestinationsand

LargerAircraft.

2014 ExtendTaxiwayA ToimproveexistingRunwayCapacity.

6564

Section Two

2SECTION

6564

Date Project/Scheme Notes

PassengerTerminals

2009 NewInternationalPier ToreplaceexistingInternationalPier.

2012-2025 AdditionstoT1andT2, Phasedfrom2012onwards,tomaximisecapacityof

plusT1SatellitePierand existingPassengerTerminalsanddependentonforecast

T2Pier ofpassengers.

2011-2030 ApronDevelopment Phasedfrom2011onwards,dependentonforecastsof

ATMs.

2018 Phase1ofT3 Toprovideforpassengergrowth.

2025 Phase2ofT3 Toprovideforpassengergrowth.

ElmdonTerminalSite

2011 NewAirTrafficControl RequiredforextensiontoMainRunway.

Tower

2012 EngineGroundRunningArea TominimiseGroundNoiseimpacts.

2020-2030 NewFuelFarm Exacttimingdependentonfutureaprondevelopment.

SurfaceAccess

2012 A45Diversion RequiredforMainRunwayExtension.

2015-2020 ImprovementstoM42 Toimprovesurfaceaccessbycar.

2015-2020 ImprovementstoLocalRoads Toimprovesurfaceaccessbycar.

2008-2030 ImprovementstoBusand Phasedimprovementsinsurfaceaccessbybusand

CoachServices coach.

2008-2030 ImprovementstoRail Phasedimprovementsinsurfaceaccessbyrail.

Services

2015 MidlandMetro NewBirmingham–Airport/NECMidlandMetroRouteto

improvesurfaceaccessbypublictransport.

2018 ExtendBirmingham Toimprovesurfaceaccessbypublictransport.

InternationalInterchange (withdevelopmentofT3).

2005-2030 AdditionalCarParking Phasedexpansionofcarparkingcapacityfor

Capacity PassengerTerminalSite.

7.7.6 Thephasingproposalsaredirectly related to the long termpassenger forecastssetout inSection1. In

practice,aswithanylongtermforecasts,therearelikelytobeperiodswhenactivitygrowthvariesfromthe

forecasts.Insuchcases,theproposedphasingislikelytobeadjustedtomatchrevisedactivitylevels.

7.7.7 Inaddition,thephasingproposalswillbesubjecttothenecessaryPlanningApprovalsbeingobtainedandthe

commercialviabilityofparticularprojectsbeingconfirmed.

8. SurfaceAccess

Introduction

8.1 ThedevelopmentofamoreextensivenetworkofdestinationsandroutesatBirminghamInternationalAirport,

toserveanincreasingproportionoftheregionaldemandforairtravelintheMidlands,willreducetheoverall

mileageandvolumeofsurfacejourneysintheUK.ThisisakeyelementoftheWhitePaper,i.e.to‘clawback’

aviation activity from the south-east and to reduce the overall congestion and environmental impacts of

unnecessarysurfacejourneys.

8.2 However,localtotheAirport,andwithintheWestMidlands,thegrowthofBirminghamInternationalAirport

willplaceadditionaldemandsonthesurfacetransportnetworkandsystems.

8.3 OneofthestrategicstrengthsofBirminghamInternationalAirport is itsproximitytothenationalroadand

rail networks and its ability to offer a truly integrated transport interchange. In recent years, the Airport

Company has been able to take full advantage of this location and has made significant investments in

sustainable surface access improvements, including the ‘Air-Rail Link’ and the ‘Birmingham International

Interchange’, toprovidea ‘seamless’ linkbetweenthePassengerTerminalsandBirminghamInternational

Station, and the new dedicated ‘Bus and Coach Terminus’ at the Passenger Terminal Site. The Airport

CompanyhasalsoinvestedinnewroadlinkstotheA45andM42.

8.4 Thefurtherimplementationofanintegrated,multi-modalAirportSurfaceAccessStrategywillbeessentialto

supportandsustaintheforecastgrowthinactivityatBirminghamInternationalAirport.Itwillneedtoaddress

the needs of passengers, visitors and employees alike, and also ensure that the access needs of other

organisationsandfacilitiesinthearea,togetherwiththelocalcommunities,areaddressed.Anew,sustainable

AirportSurfaceAccessStrategyiscentraltotheAirportCompany’ssustainabilityagenda.

8.5 Whilst theAirportCompanycandirectly influence the immediateaccessarrangementsand infrastructure

attheAirport,thedevelopmentofoff-siteroadandpublictransportnetworksistheresponsibilityofother

parties. Therefore, a successful Airport Surface Access Strategy can only be developed by working in

partnershipwithalltheothertransportagencies.Theneedforacoordinatedapproach,intermsofsurface

access,washighlightedintheWhitePaper,includingworkingwiththeHighwaysAgency,NetworkRail(and

previouslytheStrategicRailAuthority)andotherregionalstakeholders.TheWhitePaperalsosetsalongterm

targetof25%forthePublicTransportModalShare.

8.6 TheAirportCompanycontinuestohavethesupportofregionalstakeholdersindevelopingandimprovingthe

surfaceaccessarrangementsforBirminghamInternationalAirport.TheWestMidlandsRegionalAssembly

TransportDeliveryPlanacknowledges“ImproveAccesstoBirminghamInternationalAirportandtheNational

ExhibitionCentre”33

asoneofitsfivetransportprioritiesfortheregion.TheWestMidlandsBusinessTransport

Group (led by the Birmingham Chamber of Commerce and Industry) has also placed a high priority on

improvingsurfaceaccesslinkstotheAirport.Thisbroadsupportwillcontinuetoplayanimportantpartin

prioritisingregionalinvestment.

6766

Section Two

Footnote 33www.wmra.gov.uk

Current Surface Access Arrangements

8.7 In1996,aspartofaSection106Agreementwith theOutlinePlanningApproval for theExpansionof the

PassengerTerminalFacilities,aPublicTransportModalSharetargetof20%wassetforsurfaceaccessto

theAirport34

.

“TheAirportCompanyshalluseallreasonableendeavourstoachieveaPublicTransportModalShare

of20%by31December2005orwhenthenumberofpassengersisattherateof10millionpassengers

perannumwhicheveroccurslater……….”

8.8 In2006(whentheAirporthandled9.147millionpassengers),surveys,aspartoftheAirportCompany’sannual

programme of surveys, identified the following modes of surface access for all users of the Airport (i.e.

passengers,employeesandvisitors):

8.9 For2006,themodesofsurfaceaccessforeachcategoryofuserwere:

N.B.ForPassengers,CourtesyBusincludesaccessbyCourtesyBusfromOff-SiteCarParks.

*VisitorsDatafor2005only,Visitorsnolongersurveyedafter2005.

2SECTION

6766

Taxi/MiniCab

Train

Bus/Coach

CharterCoach

PrivateCar 65.0%

14.8%

11.3%

} )

}7.0%)Total20.2%PublicTransport

CourtesyBus } )

Other 1.9% )

PrivateCar

Taxi/MiniCab

Train

SelfDriveHireCar

71.8%

3.4%

5.8%

n/a

38.9%

0.4%

38.7%

n/a

Visitors*EmployeesPassengers

53.2%

21.2%

11.7%

3.9%

PublicBus/Coach 15.4% 18.7%1.0%

CharterCoach n/a n/a0.6%

CourtesyBus n/a n/a7.5%

Other 3.6% 3.3%0.9%


6968

Airport Surface Access Strategy

8.10 The 1998 Transport White Paper, entitled “A New Deal for Transport : Better for Everyone”, followed by

the1999GuidanceonAirportTransportForumsandAirportSurfaceAccessStrategies,explicitlyrequired

airports topreparesurfaceaccessstrategies35

. In2000, theAirportCompany, togetherwith theNational

ExhibitionCentre(NEC),publishedaSurfaceAccessStrategy36

.TheprimaryobjectiveoftheSurfaceAccess

Strategywastosetastrategytomaintainacontinuinghighqualityofsurfaceaccess,byallmodesandfor

allusers,forBirminghamInternationalAirportandtheNECoveraplanperiodfrom2000to2005.

8.11 AnewSurfaceAccessStrategyfortheAirporthasbeenprepared,withaplanperiodof2006-2012.The

newAirportSurfaceAccessStrategysetsoutnewpoliciesandprogrammestomaintainacontinuinghigh

qualityofsurfaceaccess,byallmodesandforallusers,throughto2012.Beyond2012,theAirportCompany

will keep the Airport Surface Access Strategy under review and update it, in consultation with key

stakeholders.

Motorway & Roads

8.12 BirminghamInternationalAirport is locatedatthecentreofthenationalmotorwaysystem,withfirstclass

accesstothenationalmotorwayandroadnetwork.TheM1,M5,M6,M40,M42,M54andM69,together

withtheA45,areallclosetotheAirport,providinganetworkofhighqualityroadsservingthecatchmentof

some8millionpeoplelivingwithinonehourtraveltimeandsome36millionpeoplelivingwithintwohours

traveltime.TheexcellentaccessibilitybyroadhasbeenasignificantfactorintheAirport’ssuccesstodate,

anditisimportantthatthisismaintainedanddevelopedforthefuture.

8.13 Immediateaccessbymotorway isviatheM42atJunction6,andthenviatheA45CoventryRoadorthe

B4438 Bickenhill Lane. In 2002, the Airport Company provided new dedicated A45 Inbound/Outbound

AccessRoadsforthePassengerTerminalSite,inordertoimproveroadaccess.

8.14 TheElmdonTerminalSite is connected to the local highwaynetwork via a separate junctionon theA45

CoventryRoad,attheDamsonParkwaytrafficsignalledjunction,some2kilometreswestofthePassenger

TerminalSite.

8.15 TheAirport’sinternallandsidecirculatoryroads,atboththePassengerTerminalSiteandtheElmdonTerminal

Site,are‘PrivateRoads’,butoperatedas‘PublicHighway’forthepurposesoftheRoadTrafficAct.Therefore,

theyaresubjecttothesameroadtrafficlegislationandenforcement,bythePolice,asthe‘PublicHighway’.

8.16 Theinternal landsidecirculatoryroadsatthePassengerTerminalSitewererevisedin1991,aspartofthe

‘Eurohub’ (now Terminal 2) development and the West Midlands Renaissance Area Scheme of highway

improvements. Subsequently, further improvements have been carried out, in phases, as part of further

development arising out of the Outline Planning Approval for the Expansion of the Passenger Terminal

FacilitiesandRelatedInfrastructure37

.

8.17 AirportWay,theaccessroadforthePassengerTerminalSite,isaDualCarriagewaywhichleadsto/fromthe

newA45Inbound/OutboundAccessRoadsat‘BirdIsland’.WithinthePassengerTerminalSite,AirportWay

linksintoagyratorysystem,providingaccesstothePassengerTerminalsandotherfacilities.

Section Two




2SECTION

6968

8.18 As already highlighted, good quality road access for the Passenger Terminal Site will be critical for the

continuingsuccessofBirminghamInternationalAirport.GiventhestrategicimportanceoftheM42andthe

A45,therewillneedtobeadequatelinkandjunctioncapacity,inthefuture,toaccommodatetheforecast

growthinbackgroundtraffic,aswellastheforecastgrowthinAirporttraffic.ThePassengerTerminalfacilities

willneedtobeproperlylinkedtotheM42andA45byroad,whichislikelytonecessitatesomelocaldiversions

and improvements of the A45, B4438 and Clock Junction, as well as the dedicated road links into the

PassengerTerminalSite.

8.19 Currently, the M42 and Junction 6 (Jnc 6) incur congestion at peak times (particularly when the NEC is

busy),whichaffectsaccessfortheAirport.TheAirportCompanyrecognisesthepotentialwhichtheActive

Traffic Management system has provided to add link capacity on the M42. However, there are further

improvementstoJnc6beingconsidered,bytheHighwaysAgency,to increasecapacityandimprovethe

junction’sperformance.

8.20 Inthelongerterm,theM42andJnc6arenotexpectedtohavesufficientcapacityandareunlikelytobeable

toaccommodatetheforecastgrowthinroadtrafficfortheM42corridor,unlesssomeformofroadpricing,or

othertrafficrestraintmeasures,isintroduced.Therefore,significantimprovementstoJnc6,andadditional

linkcapacityontheM42,areexpectedtoberequiredinthefuture,togetherwithneworimprovedlinkroads

tothePassengerTerminalSite.

8.21 TheproposedextensionoftheMainRunwaywouldnecessitatethelocalrealignmentoftheA45inatunnel,

forashortlength,undertheRunwayEndSafetyArea(RESA).

8.22 Inthelongerterm,theClockJunctionisnotexpectedtohavesufficientcapacitywithoutfurtherimprovement

orsomeformofrestraintinthegrowthofbackgroundtraffic.TheClockJunctionwouldneedimprovingto

providefurthercapacityandtoincludepotentialnewandimprovedaccessroadsforthePassengerTerminal

SiteandtherealignedA45.TheB4438wouldneedtoberealignedtoallowfortheexpansionofthePassenger

TerminalfacilitiesacrosstheNECWesternCarPark.However,therouteoftheB4438willbemaintainedto

provideaccessbetweenNorthandSouthSolihullandaccesstoBirminghamInternationalStationandTrinity

Park.Inthelongerterm,itmayalsobenecessarytoconsiderimprovementstotheA45/DamsonParkway

Junction.

8.23 TheAirportCompanyproposestorevisetheinternallandsidecirculatoryroadnetworkwithinthePassenger

TerminalSite,inordertofacilitateaccessfortheproposedfurtherdevelopmentofTerminal1andTerminal2,

togetherwiththeproposednewTerminal3.ItisproposedthatthegyratorysystemforthePassengerTerminal

Sitewillbemaintained,butextended to reflect theexpansionof thePassengerTerminal facilitiesand to

providefullaccesstoallthelandsidefacilities.

7170

Section Two

Car and Vehicle Parking

8.24 ParkingatBirminghamInternationalAirportincludesfacilitiesforpassengers,employees(staff),andvisitors,

togetherwithareasforcarhire‘pick-upandreturn’andcoaches.Theon-sitecarparkingismanagedby

NationalCarParks(NCP),asaconcession,onbehalfoftheAirportCompany.Therearealso‘off-site’car

parks, which are independently owned and operated by Airparks, at Garretts Green in Birmingham, and

AirportParking&Hotels(APH),atHamsHallinColeshill.

8.25 Demandforparkingisdirectlyinfluencedbythemethodofsurfaceaccessand,inparticular,thelevelofpublic

transportutilisation,togetherwiththemixbetweenthedifferenttypesofairpassenger,i.e.business/leisure,

inbound/outboundandshortstay/longstay. Over the longer term, thedemandwillalsobe impactedby

socio-economicchangesandeconomicissues,suchasthepriceoffuelandtherelativecostsofprivatecar

usagecomparedwithpublictransport.

8.26 IndicativeforecastsofparkingdemandhavebeenpreparedforthisMasterPlan,inordertogiveanindication

ofthepotentialrequirementsforcarparking.However,theactualdemand,overtheplanperiodofthisMaster

Plan,willcontinuetobemonitoredandreviewed,asappropriate.

8.27 BasedonthepassengerforecastsandthePublicTransportModalSharetargetssetinthisMasterPlan,the

followingparkingdemandisforecastfor2030:

8.28 ThemajorityofcarparkingforthePassengerTerminalSiteiscurrentlyprovidedwithintheAirportOperational

Area,and is largelyprovidedassurface levelcarparking. However, for thefuture, theforecastgrowth in

demandisproposedtobeprovidedasacombinationof:

> Short&LongStayMulti-Storey.

> LongStaySurfaceLevel.

> Off-Site

8.29 Inordertomeettheforecastgrowthincarparkingdemandforpassengersandvisitors,theAirportCompany

proposes toprovide futurecarparkingcapacitywithin theAirportOperationalArea. Thiswill require the

safeguardingoftheexistingmulti-storeycarparksand,asappropriate,partsoftheexistingsurfacelevelcar

parks,alongwiththesafeguardingofnewsitesforbothsurfacelevelcarparkingandmulti-storeycarparking

atthePassengerTerminalSite,theElmdonTerminalSiteandonthecurrentNECWesternCarPark.

8.30 Additional‘off-site’carparkingisoutsidethecontroloftheAirportCompany.However,thedevelopmentof

off-sitecarparkingsites issubjectto localauthorityplanningpolicies. TheAirportCompanyconsiders it

mosteffectivetomaximisetheamountofcarparkingprovisionprovidedatthePassengerTerminalSite.The

AirportCompanyproposesthatitshouldworkwithoff-sitecarparkoperatorsandlocalplanningauthoritiesto

seekproper arrangements andconditionson ‘off-site’ carparks, inorder to ensure that their operations

arecompatiblewithlocalplanningpoliciesandthelocalcommunitieswhichcouldsufferdisturbancefrom

theiroperations.

LongStay

Employees/Staff

Total

CarHire

ShortStay 9,650spaces

16,300spaces

4,150spaces

30,100spaces

1,000spaces

Total 31,100spaces

2SECTION

7170

8.31 TheAirportCompanywillcontinuetoencouragetheuseofpublictransportbyemployeesfortheirjourneys

to/fromwork,inordertoreducetheoveralldemandforstaffcarparking.However,itisstillanticipatedthat

asignificantnumberofspaceswillberequiredforstaffcarparkingatboththePassengerTerminalSiteand

theElmdonTerminalSite.Therefore,theAirportCompanywillcontinuetoprovideforstaffcarparkinginthe

future,but,throughtheAirportSurfaceAccessStrategyand‘GreenTravelPlans’, it intendstoreducethe

overallneedforstaffcarparking.

Public Transport

8.32 Although private cars are expected to continue as the largest mode of surface access for Birmingham

InternationalAirport,inordertoprovideforthecontinuingandsustainabledevelopmentoftheAirport,there

willneedtobesignificantlygreateruseofpublictransport.

8.33 As part of its commitment to increase surface access for Birmingham International Airport by public

transport and, inparticular, thePassengerTerminalSite, theAirportCompany intends to encourageand

promotesuchopportunities to thoseorganisations thatprovidepublic transport infrastructureandpublic

transport services. The Airport Company recognises that the encouragement and promotion of public

transportwillenableamoreefficientuseoftheAirport’soperationallandandreducetheenvironmentalimpact

of the Airport. Therefore, the Airport Company proposes to provide, where appropriate, facilities and

infrastructureattheAirporttofacilitatepublictransport.

8.34 TheAirportCompanyalsorecognisesthatpublictransportshouldplayagreaterroleinfuturesurfaceaccess

by employees and, therefore, it will promote measures, through the Airport Surface Access Strategy, to

encouragegreateruseofpublictransportbystaffemployedattheAirport.

8.35 TheWhitePapersetsalongtermtargetof25%by2030fortheAirport’sPublicTransportModalShare.In

2006,thePublicTransportModalSharewas20.2%.ThenewAirportSurfaceAccessStrategysetsnew,and

separate,PublicTransportModalShareTargetsforpassengersandemployeesof25%by2012.Inaddition,

theAirportCompanyconsiderslongertermtargetsof30%by2020and35%by2030,fortheAirport’sPublic

TransportModalShare,tobeachievable.

Public Transport Interchange

8.36 BirminghamInternationalAirportisuniqueintheWestMidlands,inprovidinginterchangebetweenallmodes

of transport (i.e. air, rail, bus, coach, cycling and pedestrians, as well as private car). The ‘Birmingham

International Interchange’,opened in2003and fundedby theAirportCompany (with support fromLocal

TransportPlanfunding),isideallylocatedadjacenttoBirminghamInternationalStation(andtheWestCoast

Mainline). It isconnected to thePassengerTerminalSitebyadedicatedpeoplemoversystem, the ‘Air-

RailLink’(whichhadsupportfromTransEuropeanNetworksfunding),anditisthefocusforsurfaceaccess

bypublic transport for thePassengerTerminalSite,alongwith thenew‘BusandCoachTerminus’at the

PassengerTerminalSiteonConcordeRoad.

8.37 As furtherdevelopmentof thePassengerTerminalSite, and its facilities,proceeds, theAirportCompany

proposesthatsurfaceaccessbypublictransport,forthePassengerTerminalSite,shouldbeconcentrated

atthe‘BirminghamInternationalInterchange’.Therefore,theInterchangewillneedtoexpand,inthefuture,in

ordertocopewiththeadditionaldemand,andtobeconnectedtotheproposednewTerminal3byasecond

dedicatedpeoplemoversystemorpedestrianlink.

7372

Bus & Coach

8.38 TheAirportCompanybelievesthatbusisideallysuitedtosurfaceaccessbystaffemployedattheAirport.

Itoffersflexibility,whereservicescanbemodifiedtobestmeetcustomer requirementsand, inparticular,

thoseofstaffemployedattheAirport.

8.39 In1998,theAirportCompanyestablishedthe‘AirportBusNetwork’,makingavailablefinancialsupport,in

theformof‘pumppriming’,toincreasethenumberandfrequencyofbusesservingtheAirport.Sincethen,

the Airport Company has supported the experimental demand responsive “Buster Werkenbak” service

andtheWestMidlandsLocalTransportPlanAnnexEScheme38

(submittedtotheDepartmentforTransportby

SolihullMetropolitanBoroughCouncil)toenhancethelocalbusnetworkservingtheAirportandtheNEC.

TheAirportCompanyalsopromotestheuseofbus,byemployees,throughitssupportforthe‘Travelwise’

scheme.

8.40 In2006,theAirportCompanycompletedthedevelopmentofanew‘BusandCoachTerminus’atthePassenger

Terminal Site (on Concorde Road), providing five new bus stands, improved bus shelters all linked by a

continuouscoveredwalkway,informationdisplaysandcoveredwalkwaystothePassengerTerminals.

8.41 TheAirportCompanycontinuestopromotethe‘AirportBusNetwork’andtherehasbeensteadygrowthin

thenumberofpassengersusingbusforjourneystowork.However,theAirportCompanyexpectsthe‘Airport

BusNetwork’toexpandandbeimproved,inordertomeettheneedsofstaffemployedattheAirportand

provideamoresustainableapproachforjourneystowork.TheAirportCompanyisparticularlykeentosee

improvementsinservicesandfrequenciesforthefollowingbusroutesandcorridors:

> EastBirminghamandNorthSolihullRegenerationZone.

> Birmingham,includingAcocksGreen,Erdington/SuttonColdfieldandSheldon.

> Coventry.

> Solihull, includingElmdon/ElmdonHeath,MarstonGreen,Olton,ShirleyandSolihullTownCentre

(includingSolihullRailwayStation).

> NorthWarwickshire,includingAtherstone,ColeshillandNuneaton.

> SouthWarwickshire, includingLeamington,StratforduponAvonandWarwick (includingWarwick

ParkwayRailwayStation).

> Staffordshire,includingTamworth.

8.42 Toensurethatbusrealisesitsfullpotential,asamodeoftransportprovidingsurfaceaccessfortheAirport,

ahighqualityandfrequentnetworkofbusservicesisrequiredthatpenetrateskeyemploymentcatchment

areas.TheAirportCompanyintendstoworkwithCentro,thelocalauthoritiesandlocalbusoperatorsto

developamoreextensivebusnetwork,providingaccesstothePassengerTerminalandElmdonTerminal

SitesandextendingtheperiodsofoperationtomeetthevariousshiftpatternsoperatedattheAirport.In

2006,busaccountedfor15.4%oftheAirport’semployeesurfaceaccess.TheAirportCompanywillseekto

increasethissubstantiallyaspartoffutureAirportSurfaceAccessStrategies.

Section Two

Footnote 38www.solihull.gov.uk

2SECTION

7372

8.43 Coach,asamodeoftransportprovidingsurfaceaccessfortheAirport,servesadifferentmarketandprovides

linksfortheAirportfromawidercatchmentarea.TheAirportCompanybelievesthatcoachisideallysuited

tosurfaceaccessbypassengersandintendstoworkwithNationalExpress,andothercoachoperators,to

developamoreextensivecoachnetworktoservethePassengerTerminalSite,withservicesoperatingdirectly

to the Airport (or via Birmingham’s central coach station, at Digbeth), including services in the following

corridors:

> NorthEast/Yorkshire-Birmingham-SouthWest/SouthWales.

> Scotland/NorthWest-Birmingham-London.

> NorthWest-Birmingham-Oxford-SouthCoast.

> NorthWest-Birmingham-Cambridge/EastAnglia.

8.44 Whilst currently bus and coach services serve both the Passenger Terminal Site and the ‘Birmingham

InternationalInterchange’,itisproposedthat,ultimately,allbusandcoachservicesshouldoperateviaan

expandedInterchange,andusethe‘Air-RailLink’foraccesstothePassengerTerminalSite.

Rail

8.45 BirminghamInternationalAirportislocatedadjacenttoBirminghamInternationalStationandtheWestCoast

Mainline.TheWestCoastMainlineservesLondon(viaEustonStation),togetherwiththeSouth,theNorth

West,theNorthEastandScotland.Therefore,theAirportisuniqueintermsofitspotentialforsurfaceaccess

by rail. Frequent local railservicesareavailable forBirminghamCityCentre (viaBirminghamNewStreet

Station, where connections to other stations on the rail network are available), Coventry and

Wolverhampton.

8.46 TheAirportCompanybelieves that rail is ideallysuited forsurfaceaccessbypassengersand intends to

develop,inconsultationwithNetworkRail,theTrainOperatingCompaniesandCentro,anAirRailAccess

StrategyfortheAirport.RailisalsousedforsurfaceaccessbystaffemployedattheAirportandvisitors.In

2006,railaccountedfor11.7%oftheAirport’spassengersurfaceaccess.TheAirportCompanywillseekto

increase this substantially, as part of future Airport Surface Access Strategies and the Air Rail Access

Strategy.

8.47 TheAirportCompanyrecognisedtheimportanceoftheWestMidlandsRailUtilisationStrategy39

andtheWest

MidlandsRegionalPlanningAssessment40

toimprovingsurfaceaccessbyrailfortheAirportand,therefore,

engaged with the former Strategic Rail Authority on the development of these documents. The Airport

CompanyalsorecognisedtheimportanceofthenewCrossCountryandWestMidlandsRailFranchises,in

termsofimprovingsurfaceaccessbyrailfortheAirport,byengagingwiththenewoperators.Togetherwith

anAirRailAccessStrategyfortheAirport,thesestrategicrailindustrydocumentsandthenewrailfranchises

willbeimportantindeliveringimprovementsinrailinfrastructureandrailservicestosupportanincreasein

surfaceaccessfortheAirportbyrail.



7574

8.48 In the longer term, theprovisionofadditionalcapacityontheWestCoastMainlineandproposals for the

‘InternationalConnection’(anewrailline,usinganowredundantrouteconnectingtheWestCoastMainline,

near Birmingham International Station, with the Birmingham – Derby line, near Whitacre Junction) are

considereddesirable.However,intheshorterterm,theredevelopmentofBirminghamNewStreetStation,

which the Airport Company supports and considers essential, and the Coleshill Parkway rail station and

bus interchange will provide for significant improvements to access by rail for the Airport. The Airport

Company is particularly keen to see improvements in services and frequencies for the following rail

corridors:

> WestCoastMainlinetoLondon.

> WestCoastMainlinetoMiltonKeynes.

> WestCoastMainlinetoBirminghamNewStreetStation,CoventryandWolverhampton.

> Nuneaton,HinckleyandLeicester,viatheColeshillParkway.

> Tamworth,Burton,Derby,Nottingham,viatheColeshillParkway.

> Derby,Sheffield,Leeds,Newcastle.

> Cheltenham,Bristol,Cardiff.

> Coventry,Leamington,Oxford,ReadingandtheSouthCoast.

> ChilternLine,viaSolihullStationandabus/coachconnectionservice.

togetherwithimprovementstolocalrailservices.

8.49 TheAirportCompanywouldbeconcernedaboutanyproposals,ordevelopment,atBirminghamInternational

StationwhichwouldprejudicerailaccessforBirminghamInternationalAirport.Intheabsenceofappropriate

infrastructure,theAirportCompanywouldopposeanyproposalsforBirminghamInternationalStationtobe

developedasa‘ParkandRide’station,forcommutingintoBirmingham,whichwouldaddfurthertocongestion

onthelocalhighwaynetwork.

Midland Metro

8.50 Centroiscurrentlydevelopingproposalstoexpandthe‘MidlandMetro’lightrailsystemintheWestMidlands

conurbation,includingaroutebetweenBirminghamCityCentreandBirminghamInternationalAirport/NEC,

viatheA45CoventryRoad41

.

8.51 TheAirportCompanysupportstheprincipleofdevelopinga‘MidlandMetro’networkintheWestMidlands

conurbationandalsoconsidersitimportantthattheAirportshouldbeadestinationonthefuturenetwork.

ThenetworkislikelytobeusedpredominantlybystaffworkingattheAirport(andtheNEC)andtheroute

wouldneedtohavegoodconnections intoemployeecatchmentareassuchastheEastBirminghamand

NorthSolihullRegenerationZone.

8.52 GiventheproposedrealignmentandtunnellingoftheA45,requiredtoaccommodatetheproposedextension

to the Main Runway, it will be important that close liaison between the Airport Company and Centro is

maintained.A‘protected’corridorfortheMidlandMetrohasbeenidentifiedalongtheA45,andincludedin

therealignmentandtunnelfortheA45withtheproposedextensiontotheMainRunway.

Section Two

Footnote 41www.centro.org.uk

2SECTION

7574

8.53 TheAirportCompanyproposesthat theMidlandMetroshould terminateat the ‘BirminghamInternational

Interchange’,inordertotakeadvantageof,andenhance,themulti-modalinterchangeopportunities.This

terminuswouldalsogiveexcellentconnectionstoboththeAirportandtheNEC.

8.54 TheAirportCompanyalsobelievesthat,inthelongterm,thereisacaseforafurtherMidlandMetroroute

linking theAirportand theNECdirectlywith theEastBirminghamandNorthSolihullRegenerationZone.

SucharoutecouldformanaturalextensiontotheproposedMidlandMetroroutebetweenBirminghamCity

Centre and the Airport/NEC, with a subsequent extension onwards from the Airport/NEC and ‘back-in’

towardstheCityCentre,northeastoftheairfield.

Taxis & Private Hire

8.55 TaxisandPrivateHirevehiclesprovideanimportantoptionforaccessto/fromtheAirport,andareparticularly

importantforin-boundbusinesstravellersandtouristsarrivingatthePassengerTerminalSite.Therefore,it

isessentialtocontinuetoprovidefacilitiesforTaxisandPrivateHirevehicles.

On-Site Transport

8.56 NationalCarParks(NCP)operateacourtesybusservicebetweenthePassengerTerminalsandtheLongStay

CarParks,whilstoff-sitecarparkingcompaniesoperatesimilarservicestotheirfacilities.Localhotelsalso

providecourtesybusservices, linking the localhotelswith theAirport. Such facilitieswillcontinue tobe

accommodatedinthefuture.

Cycling & Pedestrian Links

8.57 TheAirportCompanyencouragessurfaceaccessbybicycleforpeopleemployedattheAirport,andhasa

range of schemes and facilities to promote cycling. In the future, further schemes will be developed to

encourageandincreasecycling,andalsototie-inwiththearrangements,locally,toprovidededicatedcycle

routes,includinglinkstoNationalCycleRoute53(Birmingham–Coventry)andalinkalongtheA45withthe

proposedextensiontotheMainRunway.

8.58 Pedestrian movements are a significant element of the overall movements within the Airport, particularly

atthePassengerTerminalSite.A‘PublicRightofWay’runsacrossthePassengerTerminalSite,inalandside

area,linkingthevillagesofBickenhillandMarstonGreen.TheAirportCompanyprovidesfootwaysalongat

least one side of the landside road network, and where appropriate on both sides, to ensure pedestrian

accessibilityisavailabletoalllandsidepartsofthePassengerTerminalSite.Similararrangementsarealso

availableattheElmdonTerminalSite.

8.59 Appropriate facilities for pedestrians, including footways, will be accommodated in the future to ensure

pedestrianaccessibilityisavailablewithinalllandsidepartsofthePassengerTerminalandElmdonTerminal

Sites. The Airport Company also proposes to provide links between the Passenger Terminals and the

‘BirminghamInternationalInterchange’forpedestrianmovementsandpassengertransfers.

7776

Travelwise & Green Travel Plans

8.60 TheAirportCompanyhasa‘GreenCommuterPlan’(“ASmallChangecanmakeaBigDifference”)42

,which

includes‘GreenTravelPlans’,andisamemberof‘Travelwise’(theschemeoperatedintheWestMidlandsto

encourageemployeestousepublictransportthroughdiscountedpassesandtickets)43

.Publictransportis

recognisedasthemostsustainablewaytodealwiththeforecastincreaseinlevelsofpassengeractivityand

surface access, but it is evident that the simple provision of enhanced public transport will not deliver

proportionateincreasesinuseand,therefore,achievethePublicTransportModalSharetargets,unlessitis

combinedwithtrafficrestraintmeasures.

8.61 Thefurtherdevelopmentof‘GreenTravelPlans’willoffermoresophisticatedwaysofmarketinganincreased

useofpublictransportbypassengers,visitorsandemployees.TheAirportCompanywillexaminewaysin

which passengers and visitors can be encouraged, and incentivised, to use public transport for surface

accesstotheAirport. Forstaffemployedat theAirport,anewGreenCommuterPlanwillbedeveloped,

whichwilluseacombinationof‘carrot’and‘stick’measurestoreducesurfaceaccessbycar.Thesemeasures

willinclude:

> Travelwiseschemes.

> improvementsinbusandrailservices.

> improvementsincycling.

> carsharing.

> Homeworking.

> chargesandrestrictionsforstaffcarparking.

8.62 Ultimately,theGovernmentmayproposenationalschemestorestraintraffic,i.e.roadpricingorcongestion

charging.TheAirportCompanyrecognisestheroleofsuchmeasuresandiswillingtoworkwithGovernment,

localauthoritiesandregionalstakeholderstoconsiderhowsuchmeasurescanbesuccessfullyappliedinthe

WestMidlands.

Section Two


Footnote 43www.centro.org.uk

Surface Access Policies

Surface Access Strategy

SAP1 TheAirportCompanywillproducean:

> AirportSurfaceAccessStrategy.

> AirportGreenCommuterPlan.

Surface Access by Road

SAP2 The Airport Company will support the development and improvement of the strategic and local highway

networkswhichservetheAirport,inordertomaintainahighstandardofroadaccessfortheAirport.

SAP3 The Airport Company will seek to ensure that the strategic and local highway networks which serve the

AirportaredesignedtoastandardwhichrecognisesthegrowthoftheAirport,andwillseektomaintaina

highstandardofsurfaceaccessbyroadfortheAirport.TheAirportCompanywillalsoendeavourtoensure

thatnew,orfurther,developmentonsitesnear,oradjacent,totheAirportshouldalsobecontrolled,inorder

thatitdoesnotunderminesurfaceaccessbyroadfortheAirportorcausecongestionanddelaytoAirport

traffic.

SAP4 TheAirportCompanysupports,inprinciple,thefollowingproposalsforthehighwaynetwork:

> ActiveTrafficManagementontheM42.

> M42Widening.

> Improvementsforaccessto/fromtheM42,includingJunction6ontheM42.

> ImprovementstoA45andClockJunction(includingdirectaccessforthePassengerTerminalSite

to/fromtheA45).

> RealignmentoftheA45,includingatunnel,tofacilitateanExtensiontotheMainRunway.

> ImprovementstoA45/DamsonParkway/ElmdonTerminalSiteJunction(includingdirectaccessfor

theElmdonTerminalSiteto/fromtheA45).

SAP5 TheAirportCompanywillseektoensurethatarouteissafeguardedforafurtherrealignmentoftheB4438

BickenhillLane,inordertofacilitatethepotentialexpansionofthePassengerTerminalSite.

Car and Vehicle Parking

SAP6 TheAirportCompanywillmonitor thesupplyanddemandforparkingat theAirport toensure that future

parkingprovisionisappropriate,intermsofbothitscapacityanditstype.

SAP7 TheAirportCompanywillsafeguardlandfornewcarparksforthePassengerTerminalSite,asbothsurface

levelandmulti-storeycarparksandforshortstay,longstayandstaffcarparking.

SAP8 TheAirportCompanywillsafeguardlandattheElmdonTerminalSiteforcarandvehicleparking.

SAP9 The Airport Company will expect new development at the Elmdon Terminal Site to include appropriate

provisionforrelatedcarandvehicleparking.

2SECTION

7776

7978

Car and Vehicle Parking (continued)

SAP10 NewcarparksandvehicleparksattheAirportwillbedesignedtomaximiseefficiencyandconveniencefor

users,andwillalsobedesignedtomeettheAirportCompany’srequirementsforsecurityandlandscaping.

SAP11 TheAirportCompanywillworkwithlocalplanningauthoritiestoseekappropriateguidelinesandcontrolsfor

off-sitecarparking.

Surface Access by Public Transport

SAP12 The Airport Company will encourage an increase in the use of public transport for surface access by

passengers,visitorsandstaffemployedattheAirport.

SAP13 TheAirportCompanywillproduceanAirRailAccessStrategy.

SAP14 TheAirportCompanywillseektoensurethatappropriate facilitiesaredevelopedfor theAirport,withthe

supportofothertransportagencies,tosupportsurfaceaccessbybus,coach,railandMidlandMetro.

SAP15 TheAirportCompanywillseek improvements, intermsofroutesandfrequencies, forbus,coachandrail

serviceswhichservetheAirport.

SAP16 TheAirportCompanysupportsthedevelopmentoftheMidlandMetronetworkandaMidlandMetroRouteto

servetheAirportandNEC.

SAP17 TheAirportCompanywill,asdevelopmentatthePassengerTerminalSiteproceeds,ensurethatfacilitieswill

develop insuchawaythateasy interchangebetweentransportmodes isavailable,withthefocusbased

aroundtheBirminghamInternationalInterchange.

SAP18 TheAirportCompanywillsupportthedevelopmentofdedicatedfacilitiesforsurfaceaccessbybicycleand

sustainableformsoftravel.

Landside Circulation

SAP19 TheAirportCompanywilldevelopefficientandeffectivefacilitiesforinternallandsidecirculationwithinthe

Passenger Terminal Site, including landside roads and set-down and pick-up facilities for the Passenger

Terminals.

SAP20 The internal landsidecirculationsystemswill includeappropriateaccess forall facilitiesat thePassenger

TerminalSite,includingthePassengerTerminals,BirminghamInternationalInterchange,carparks,commercial

facilitiesandoperationalfacilities.

SAP21 TheAirportCompanywilldevelopappropriatefacilitiesforaccessbytaxis,privatehirevehiclesandcourtesy

buses.

Section Two

2SECTION

7978

9. EnvironmentalImpacts&Mitigation

Introduction

9.1 TheAirportCompanyhasbeenoperatinga‘goodneighbour’policyforovertenyears,andiscommittedto

minimisingtheenvironmentalimpactsoftheAirport.Inassessingfuturegrowthanddevelopment,emphasis

is placed on environmental issues. The environmental impacts of the Airport’s existing operations are

alreadymitigated,andthereisapolicyofcontinuousenvironmentalimprovement.TheAirportCompanyis

awareoftheenvironmentalconcernsoflocalcommunities,andrecognisesthattherewillbeconcernsover

theeffectsoffutureAirportdevelopment.

9.2 TheWhitePaperplacesahighpriorityonenvironmentalmanagement,andtheAirportCompanybelievesthat

acoherent,comprehensiveandeffectivepolicy,whichdealswiththeenvironmentalimpactoftheAirport’s

operationsanditsfuturegrowthanddevelopment,isessential.IntermsofthisMasterPlan,anassessment

oftheenvironmentalimpacthasenabledtheAirportCompanytodevelopenvironmentalmanagementpolicies

andaprogrammeofmitigation.

9.3 Asthefirststageindeterminingnewpoliciesandaprogrammeofmitigation,aclearunderstandingofthe

current environmental situationwas required. Thishasbeenachieved througha seriesof environmental

reviews.

Theobjectivesoftheenvironmentalreviewswereto:

> IdentifyexistingenvironmentalbaselinefeatureswithintheproposedfutureAirportOperationalArea

andtheimmediatesurrounds.

> IdentifyanysignificantenvironmentalconstraintsinordertoinformtheMasterPlan.

> ProvidebaselineinformationinsufficientdetailtoundertakeanEnvironmentalAssessmentforthe

MasterPlan.

> IdentifyanypotentiallysignificantenvironmentalimpactswiththeMasterPlanandoutlineamitigation

strategy.

Studiesforthefollowingenvironmentalissueswereundertaken:

> Noise.

> AirQuality.

> WaterResources.

> Ecology.

> Archaeology.

> LandscapeandVisualImpact.

> CommunityFacilities.

9.4 Theenvironmental impactstudieswereundertakenatastrategic level,whichhasenabledbroad impacts

and effects to be identified and a programme of mitigation to be proposed at an outline level. Further,

moredetailed,environmentalstudieswillbe required to fullyassessdevelopmentproposals,should they

proceedtoplanningapplicationstage. Asummaryoftheenvironmental features isshownontheAirport

MasterPlan–SummaryofEnvironmentFeaturedrawing,inSection3.

8180

2SECTION

Section Two

Reproduced from Ordnance Survey Digital Maps.

Crown Copyright O 2007. All rights reserved.

Figure 9.1 – Potential departure routes for 2012, 2022 and 2030

Key: Potential Departure Routes (2012, 2022, 2030) 2006 Mean Departure Tracks

8180

Air Noise

9.5 The Civil Aviation Authority’s Environmental Research and Consultancy Department (ERCD) were

commissionedtoundertakeanAirNoiseStudy,inordertoassesstheimpactoftheproposalsinthisMaster

Plan.TheworkutilisedANCON(Version2),theUKcivilaircraftnoisemodel.ANCONhasbeenemployed

fortheproductionofnoisecontoursatBirminghamInternationalAirport,andotherUKairports,overmany

years.Thenoisecontourswerecalculatedforthepeakperiodofairportoperation44

.

9.6 TheERCDAirNoiseStudymodelledtheproposeddevelopmentprogrammesetoutinthisMasterPlan,i.e.

anextensiontotheMainRunway,withaStarterExtension.

9.7 TheNationalAirTrafficServices(NATS)ProcedureDesignGrouphavecreatednewP-RNAVtrackprocedures

(anenhancedmethodofairnavigation,whichenablesaircrafttofollowflightpathswithgreateraccuracy)for

aircraftdepartingfromRunway15(i.e.tothesouth),totakeaccountoftheproposedextensiontotheMain

Runway.Inaddition,therouteforaircraftdepartingfromRunway33andthenturningtotakeasoutherly

headinghasbeenrevised,tofacilitate improvedtrackkeepingperformance.However,whilstthiswork is

sufficienttopreparethisMasterPlan,withtheproposedextensiontotheMainRunway,theAirportComapny

willhavetocomplywithCivilAviationPublication725AirspaceChangeProcessGuidance(publishedbythe

CivilAviationAuthority),andit’srequirementsforconsultation45

.

9.8 FornoisecontourswiththeproposedextensiontotheMainRunway,themodelleddeparturerouteswere

basedonnewP-RNAVtracks.Arrivalsweremodelledtofollow‘straight-in’tracksalongtheextendedrunway

centreline.Existingradardatawasusedtoforecastaveragedepartureprofilesofheight,speedandthrust.

Toreflecta‘worstcase’scenario,reversethrustwasmodelledforlandingsinboththedayandnight(current

localinstructionsrequireasympatheticuseofreversethrustandrestrictuseduringtheNightPeriod).

9.9 Thenoisecontourswereproducedbasedonalongtermaverageofrunwaysplitsfordayandnight.The

daytimemodalsplitsare64%NW/36%SE,andthenightimemodalsplitsare73%NW/27%SE. The

effectsofsurroundingtopographywerealsoincludedinthemodelling.

9.10 Estimatedareas,populationsandhouseholdsincludedwithinthenoisecontourswerecalculatedfor2012,

2022 and 2030. A summary, indicating day noise contours for 2030, is set out in the table below, with

thepopulation levels relative to thenoisecontours for theBirminghamAlternative46

and theGovernment

ConsultationDocument-TheFutureofAirTransportintheUnitedKingdom:TheMidlands47

.

PopulationswithinNoiseContoursfor2030

Note The population numbers for the Birmingham Alternative and Government (‘RASCO’) Consultation

includedproposalsforanewsecondrunway.

2SECTION

Section Two

Footnote 44i.e.the92daysummerperiodfrom16Juneto15September,andtheforecastsummerdayperiodis0700to2300andthenighttimeperiodis2300to0700.

Footnote 45www.caa.co.ukFootnote 46www.bhx.co.ukFootnote 45www.dft.gov.uk

57

63

66

69

102,750

35,150

11,900

2,900

117,400

40,700

14,700

3,300

ContourLevelLeqdB(A)2030 GovernmentConsultationBirminghamAlternativeCurrentProposals&Study

55,150

11,750

3,200

200

82

Section Two

Reproduced from Ordnance Survey Digital Maps.

Crown Copyright O 2007. All rights reserved.

Figure 9.2 – Forecast Summer Day Air Noise Contours 2030

Key: Noise Contour Leq 16 Hour dB(A)

83

2SECTION

9.11 TheproposedfutureStandardInstrumentDepartures(SIDs)aresetoutinFigure9.1.Themainimpactisthe

proposedextensionoftheMainRunway,whichwouldnecessitatethediscontinuanceoftheexistingnoise

abatement procedures for Runway 15 departures, including the ‘Hampton Turn’, introduced prior to the

eliminationofthenoisier“Chapter2”aircrafttypes,e.g.theBAC1-11andBoeing737-200.Infuture,with

anextensiontotheMainRunway,aircraftwoulddepartstraightaheadona150degreestrack,asopposedto

makingarightturnontoa170degreestrackafteronenauticalmile.Inaddition,toimprovetrackkeeping

performanceandduetotherequirementsofP-RNAV,foraircraftdepartingfromRunway33andthenturning

totakeasoutherlyheading,therewouldbeachangetotheturnduringtheinitalstageoftheSID.

9.12 TheNoiseContours canalsobecomparedover time, as shown in the tablebelow. The increase inAir

TransportMovementsfrom2012throughto2030leadstoanincreaseinpopulationsexposedtocorresponding

dayandnightnoisecontours.

9.13 TheWhitePaperstatedthatitwouldbenecessarytolimitthenumbersofpropertiesexposedtonewnoiseimpacts.

TheproposalsinthisMasterPlanshowasignificantreductioninnoiseimpactsandthenumberofpropertiesaffected,

comparedtotheWhitePaper.ThisisbecauseofthelowerforecastsforAirTransportMovementsandtheuseof

quieteraircraft,andbecausenosecondrunwayisproposed.

9.14 Thenightnoisecontoursreflectagrowthinaveragenoiseovertheperiod2012to2030.However,thenight

QuotaCountfor2030wouldbewithinthecurrentlimitintheNightFlyingPolicy.

Noise Mitigation

9.15 TheWhitePaperexpectedairportoperatorstooffernoisemitigationmeasurestohouseholdsexperiencing

63dB(A)Leqormore.TheWhitePaperalsocommendedtheAirportCompanyforitsexistingnoisemitigation

programmeforschools.

9.16 Toaddresstheimpactsoffuturegrowth,theWhitePaperexpectedthatairportoperatorswouldpurchase

propertiesexperiencing69dB(A)Leqormore,andofferacoustic insulationtopropertiesexperiencing63

dB(A)Leqormore. Theacoustic insulationstandard isacceptedbytheAirportCompanyandascheme

covering the more onerous 63dB(A) noise contour has already been implemented for the existing Main

Runway.

9.17 TheresultsoftheERCDAirNoiseStudyshowthat,whilstthenoisecontourshaveincreasedwithairtraffic

growthupto2030,thecalculatednoiseimpactismuchlowercomparedwiththe‘BirminghamAlternative’

andtheGovernmentConsultationdocument.

57

63

66

69

ContourLevelLeqdB(A) 2006DayNight

26,800

3,550

500

0

5,100

100

0

0

2012DayNight

34,600

4,500

550

0

5,400

0

0

0

2022DayNight

43,700

8,250

1,900

50

6,150

0

0

0

2030DayNight

55,150

11,750

3,200

200

9,000

50

0

0

8584

9.18 AcrosstheUK,airportshavebeenintroducingContinuousDescentApproach(CDA)procedures,asanoise

abatementtechniqueforreducingtheimpactofnoisefromaircraftonfinalapproach.ContinuousDescent

Approachproceduresenableanarrivingaircraft’sdescent,fromadesignatedaltitude,tocontainaminimal

amountoflevelflyingand,therefore,reducethenoiseimpactontheground.TheAirportCompanywillwork

with the Civil Aviation Authority and NATS to consider the feasibility of introducing Continuous Descent

Approaches at Birmingham, but it will require the integration of a number of complex issues, including

airspacecapacity,airtrafficcontrol,trafficlevelsandtheintegrationofBirminghamandCoventryairtraffic.

Day Time Noise Limit

9.19 BirminghamInternationalAirporthasaDaytimeNoiseLimit,setatamaximumlevelof92dB(A),whichaircraft

mustnotexceedduringtheDayPeriod(i.e.0600to2300).Anyaircraftexceedingthisnoiselevelwillbe

surcharged£500,plusafurther£150foreverydecibelabove92dB(A),withalltherevenuesraisedfromthe

surchargesaddedtotheCommunityTrustFund.

Night Flying Policy

9.20 BirminghamInternationalAirporthasoneofthemoststringentNightFlyingPoliciesofanyUKairport.The

Night Flying Policy is based on the Section 106 Planning Agreement with Solihull Metropolitan Borough

Council for theExpansionof thePassengerTerminalFacilitiesandRelated Infrastructure,and includesa

numberofmeasurestomitigatetheimpactofaircraftnoiseatnight.Itsetsamaximumnoiselevelof87

dB(A),whichaircraftmustnotexceedduringtheNightPeriod(23:30to06:00).Anyaircraftexceedingthis

noiselevelwillbesurchargedafullrunwaycharge,withalltherevenuesraisedfromthesurchargesaddedto

theCommunityTrustFund.TheNightFlyingPolicyalsorestrictsthenumberandtypesofaircraftoperating

duringtheNightPeriod,throughaNightMovementLimitforAirTransportMovementsandanAnnualNoise

QuotaLimit.

9.21 TheAirportCompanyrecognisestheimportanceoftheNightFlyingPolicy,asakeyelementintheoverall

programmefornoisemanagementandmitigation.Therefore,theAirportCompanyproposesthattheNight

FlyingPolicyshouldcontinue,basedontheexistingterms,butitisrecognisedthatitwillneedtobekept

underregularreview.Infuture,theNightFlyingPolicywillbereviewedeverytwoyears,untilsuchtimeas

theAirportCompanyandSolihullMetropolitanBoroughCouncilagreearevisedbasisforsubsequentreviews,

ornewlegislationisintroducedwithregardtonightflyingintheUKorEurope.

Ground Noise

9.22 Airportgroundnoiseisdefinedasnoisegeneratedbyaircrafttaxiing,aircraftauxiliarypowerunits(APU’s)and

thegroundrunningofaircraftengines.Itexcludesairnoise,whichismeasuredasaircraftinflight,takingoff

orlanding(includingaircraftonthegroundatstartofrollorendoflandingphase).

9.23 ThereisnorequirementtoundertakeagroundnoisestudyintheDepartmentforTransport’sGuidanceonthe

PreparationofAirportMasterPlans.

9.24 TheexistingMainRunwayalreadyhasapronandparallel taxiwaynoisebunds,whichprovidesignificant

noisemitigation.AstheAirport’strafficusingtheexistingMainRunwaygrows,thesebundswillcontinueto

provideimportantmitigationagainstgroundnoise.

9.25 ApreviousstudyhasadvisedonenginegroundrunningandshownthatadedicatedEngineGroundRunning

Facility is technically feasibleandwouldprovidenoisemitigation. Therefore,adedicatedEngineGround

RunningFacilityisproposedattheElmdonTerminalSite.

2SECTION

Section Two

8584

2SECTION

Section Two

9.26 Theproposedre-alignmentoftheA45isnotexpectedtoincreasetheoverallnoiseimpactbecauseitwillbe

withinatunnelandcutting.

Air Quality

9.27 Local air quality is affected by emissions of chemicals and particles, resulting from natural sources and

fromhumanactivity.TheUKGovernmentpublisheditsstrategicpolicyframeworkforairqualitymanagement

in1995,establishingnationalstrategiesandpoliciesonairqualitywhichculminatedintheEnvironmentAct

1995and,subsequently,anAirQualityStrategy(DepartmentoftheEnvironment,1997,Departmentforthe

EnvironmentTransportandtheRegions,2000andDepartmentforEnvironmentFoodandRuralAffairs,2007)48

.

TheAirQualityStrategysetsoutthepollutantsofconcernandprovidesaframeworkforairqualitycontrol

throughairqualitymanagement.TheAirQualityStrategyalsosetsoutairqualitystandardsandobjectives

forthesepollutants,designedfortheprotectionofhumanhealthandtheenvironment.

9.28 AnAirQualityStudywasundertakentoassesstheimpactoftheproposalsinthisMasterPlan.TheAirQuality

StudyassessedtheeffectoftheMasterPlanproposalsonairquality in2012,2022and2030,compared

toabaseyearof2006.TheAirQualityStudyalsoexaminedthecontributionofvarioussourcestototalair

pollutionconcentrations.Localairqualityimpactshavebeenassessedwithreferencetorelevantlegislation,

guidanceandbestpracticeintheUK.

9.29 Operationsatairportsinfluencelocalairqualityasaresultofemissionsarisingfromanumberofsources.

Thesesourcesaresummarisedinthetablebelow,whichalsoindicatesthekeypollutantsassociatedwith

thesesourcegroups, in termsof theircontribution to localairquality,basedonstudiesatairports in the

UK.Thekeypollutantsarisingfromairportactivities,intermsofpotentialhealthandecologicalimpacts,are

nitrogenoxides(NOx)andparticulatematter(PM10).TheAirQualityStudyundertakenforthisMasterPlan

waslimitedtoadetailedconsiderationoftheemissionsanddispersalofthesepollutants,withacomparison

tothehealthimpactbasedregulatorystandards.

SourcesofAtmosphericEmissionsatBirminghamInternationalAirport

Notes

NOx–nitrogenoxidesareaproductofcombustion,consistingtypically5-15%nitrogendioxide(NO2)and85-95%nitrogen

monoxide(NO)atsource.TheNOisoxidisedintheatmospheretoformNO2.

PM10–particulatematter,i.e.particleswithameandiameteroftenmicronsorless.Suchparticlesoriginatefromadiversity

ofsources,i.e.primaryparticlesarisingfromcombustion,andsecondaryparticles,mainlynitratesandsulphatesformed

throughatmosphericchemistry,plusacoarsefractionofsuspendedsoilparticles,constructionparticles,seasaltand

biologicalmaterial.

CO–carbonmonoxideisformedbytheincompletecombustionofcarboncontainingfuels.

SO2–sulphurdioxideisformedbythecombustionofsulphurcontainingfuels,e.g.coalandoil.

VOCs–volatileorganiccompounds,i.e.acollectivetermforawiderangeofcompounds,includingbenzene(containedin

petrol)and1,3-butadiene(aproductofpetrolcombustion).

Aircraftmovements,auxiliarypowerandengineruns

Airportservicevehiclesandgroundsupportequipment(‘airside’)

TrafficwithintheAirport,includingcarparks(‘landside’)

TrafficonlocalroadsoutsidetheAirport

SourceGroups

Electricityandheatraisingplant

SO2,CO,VOCs

SO2,CO,VOCs

SO2,CO,VOCs

SO2,CO,VOCs

Non-KeyPollutants

SO2,CO

KeyPollutants

NOx,PM10

NOx,PM10

NOx,PM10

NOx,PM10

NOx,PM10

Fuelhandlingandstorage VOCs

Footnote 48www.defra.gov.uk

2SECTION

Section Two

8786

9.30 A detailed Emissions Inventory of NOx and PM10 from the sources associated with the Airport, including

surfaceaccess,hasbeenestimated for theassessmentyearsusingprojectionsofAirportactivity,and is

summarisedinthetablebelow.

ProjectedNOxandPM10EmissionsfromAllSourceGroupsatBirminghamInternationalAirport

The results of the emissions inventory have been used in a dispersion model to determine ground level

concentrationsofNO2andPM10,withthedispersionmodelproducingresultsforlocationssurroundingthe

Airport site. The dispersion model predicts that the overall impact of the developments included in this

MasterPlan,intermsofgroundlevelconcentrationsofNO2andPM10,isnegligible.Atalllocationsoutside

of the Airport boundary, the Government Air Quality objectives for these pollutants are predicted to be

achieved.

9.31 Emissionsofvolatileorganiccompoundswillhavealocaleffect,principallyintermsofodour,andaregional

effectinatmosphericchemistry,particularlyintheformationofozone.Anassessmentofodourhasbeen

madebasedoncurrentoperationsandtheAirQualityStudyalsoincludestheroleofozone,intermsoflocal

atmosphericchemistry,intheformationofNO2.

9.32 The Airport Company recognises the occurrence of odour nuisance, principally associated with aircraft

queuingpriortodepartureonRunway15tothesouth-east.However,thecurrentPreferentialRunwayUse

PolicyofusingRunway33willneedtocontinue,unlessweatherconditionsdictateotherwise.

9.33 For CO and SO2, the Air Quality Study undertaken for this Master Plan indicates concentrations to near

negligiblelevels.

9.34 Although the Air Quality Study demonstrates that the 2030 position will be compliant, it is important to

understand that the figures derived present a ‘worst case’ scenario regarding the inventory for aircraft

emissions.Thisisbecausethedatawasobtainedbyprojectingforwardanaircraftfleetmixbasedoncurrent

knownaircrafttypes.Newaircrafttypescoming‘onstream’couldgeneratelessemissions.TheInternational

CivilAviationOrganisation(ICAO)hasrecentlyestablishedanew,morestringent,NOxstandardthatwillapply

toallnewlycertifiedaircraftenginesfrom2008.TherearealsoACAREtargetsofan80%reductioninNOx

emissionsfornewaircraftin2020(relativetonewaircraftin2000)49

.Noneofthesereductionstandardsor

targetshasbeenspecificallybuiltintotheAirQualityStudyforthisMasterPlan.

9.35 Inordertomanageairquality,theAirportCompanywill:

> Continuetoundertake24hourairpollutionmonitoringattheAirportSite.

> Continuetoraisegeneralawarenessofairqualityissues.

> ProvideFixedElectricalGroundPoweronaircraftstandsandminimisetheuseofGroundPowerUnits

andAircraftAuxiliaryPowerUnits.

> Ensure cleaner and more efficient ground services equipment by auditing airside vehicles and

compliancewithMOTstandards.

> Conserveenergyinbuildings.

> Promotetheuseofpublictransportforpassengers,staffandvisitors.

> Encourageandspecifytheuseofemergingtechnologies.

ProjectedNOxEmissions

ProjectedPM10Emissions

1526

11.1

2065

13.5

TonnesPerAnnum 203020222012

920

10.6

727

13.5

2006

Footnote 49www.acare4europe.com

2SECTION

Section Two

8786

Energy Use and Climate Change

9.36 TheAirportCompanysupportsthepositionofAirportsCouncilInternational(ACI)andtheAirportOperators

Association(AOA)inthataviationshouldaddressitsverified,totalclimatechangeimpactsonagloballevel.

Itbelievesthatthebestapproachforaddressingaviation’sclimatechangeemissionsisalong-termstrategy,

which identifies and phases-in the most environmentally-effective, economically-efficient and politically-

deliverablemeasureforeachemission.ACIhassuggestedthattheEuropeanCommissionestablishesa‘road

map’forlong-termglobalaction,withanactionplansettingoutpolicymilestonesforachievingemissions

objectives50

.

9.37 ACIrecognisestheroleofICAOinsettingstandardsand,therefore,hascalleduponICAOforapolicymeasure

fortheearlyintegrationofEuropeanUnionaviation,forCO2emissions,intotheEuropeanUnionEmissions

TradingScheme51

.

9.38 Airports already have responsibilities with respect to the European Union Emissions Trading Scheme. It

coversfixedcombustionplantandtheAirportCompanyisregisteredunderthescheme,holdsaGreenhouse

GasEmissionsTradingPermitandisfullycompliantwithitsrequirements.

9.39 TheAirportCompanysupports,andwillinvestigate,theintroductionofrenewableenergyandlow-emission

technology,whereappropriate.Subjecttosafetyandtechnologicallimitations,thiscouldincludebiofuels,

solar power andelectric andhydrogen-powered vehicles and ancillaries. TheAirport Companywill also

considerclimatechangeimpactswiththerespectivedevelopmentproposalsinthisMasterPlan,including

formalClimateChangeAssessments,asappropriate,withrelevantplanningapplications.

Water Resources

9.40 TheproposalsinthisMasterPlanhavethepotentialtoimpactuponboththegroundwaterandsurfacewater

resourcesintheproposedfutureAirportOperationalArea.Therearetwosurfacewatercourseslikelytobe

affectedbytheproposals,namelyBickenhillBrookandLowBrook.

9.41 ThebedrockunderlyingtheAirportOperationalAreacomprisestheMerciaMudstone,aformationclassified

asaNonAquifer.TheAlluviumwithinthevalleyfloorsoftheBickenhillBrookandLowBrookisclassifiedas

aMinorAquifer.Thereisonlyonegroundwaterabstractionwithin3kilometresofthearea,andtheareaisnot

locatedwithinanycurrentGroundwaterSourceProtectionZones.

Footnote 50AirportsCouncilInternationalPaper,August2005

Footnote 51AirportsCouncilInternationalPaper,August2005

9.42 Based on the environmental information on water resources collated to date, it is clear that the existing

surfacewatercourses, locatedwithin thecatchmentsaffectedbytheproposals in thisMasterPlan,have,

generally,goodwaterquality.However,anumberoffactorshaveaffectedwaterquality,includingleachate

fromprevious landfill. Groundwater isconsideredtobelesssensitive,astheunderlyingMajorAquifer is,

generally,protectedfromsurfacecontaminationbythethicklayerofimpermeableMerciaMudstone.

Theprincipalchanges,whichmayresultinimpactsonsurfacewaterandgroundwaterfeatures,include:

> An increase in impermeable surfaces. This will lead to increased volumes (peak flows) of water

enteringthesystemmorerapidlythanthecurrentsituation.

> Operationalrun-off.Thiswillrequireretentionandtreatment.

> Accidentalspillage.

> PermanentdiversionsofBickenhillBrookandLowBrook.

> GroundwaterandsurfacewateraffectedbytheproposedrealignmentandtunnellingoftheA45.

> Changesingroundwaterrechargeandflowpatterns.

> Linearbarriersorpreferentialconduitsresultingfromconstruction.

> Water quality issues during construction, particularly vegetation and soil removal; dewatering;

contractors’ compounds and storage areas; pollutants; obstructions to watercourses; and any

diversionsandculvertingofBickenhillBrookandLowBrook.

9.43 Mitigationmeasures,intermsofwaterqualityandwatermanagementissues,willincludetheminimisationof

culvertingandrealignment,withthedesignofwatercoursediversionsandoveralldrainageofcatchmentsto

beagreedwiththeEnvironmentAgency.

9.44 Anoperational‘watertreatmentplan’(orprocesses)and‘waterretentionsystems’willneedtobedeveloped,

indetail,andagreedwiththeEnvironmentAgency.Afulloperationalwatermanagementsystemwillneed

tobedeveloped,andthewatermanagementregimeinthewholeareawillneedtobestructuredtoavoid

significantchangestothegroundwaterregime,particularlyinrelationtosensitiveecologicalresources.

WasteManagement

9.45 TheAirportCompanyalreadyhasmeasuresinplacetouseresourcesefficiently,andminimiseandrecycle

wastewhereverpossible. Italsoencouragestenantstoparticipateinwasterecyclingschemes. In2005,

theAirportCompanyopenedanewpurpose-builtWasteManagementFacility,attheElmdonTerminalSite,

tohandleAirportwaste.Inthefuture,theAirportCompanywillcontinuewithpoliciestominimiseandrecycle

waste, as part of its overall approach to sustainability and in line with Government policies concerning

sustainability.

8988

Section Two

2SECTION

8988

Ecology

9.46 TheproposedfutureOperationalArea,anditsimmediateenvirons,containsanumberofsitesofecological

interest.ThereareSitesofSpecialScientificInterest(SSSIs)andSitesofImportanceforNatureConservation

(SINCs).

Thefulllistofsuchecologicallysensitivesitesincludes:

> BickenhillMeadows,SSSI(nationalvalue).

> ShadowbrookLaneMeadowsNatureReserve,SSSI(nationalvalue).

> GreensWard(partofShadowbrookLaneMeadowsNatureReserve),SINC(countyvalue).

> RemainingpartsofShadowbrookLaneMeadows(i.e.thosepartswhicharenotaSSSIorSINC),Eco-site

(countyvalue).

> CastleHillsFarmMeadows,SINC(countyvalue).

> FieldsatClockLaneMeadows(i.e.thosenotpartofCastleHillsFarmMeadowsSINC),Eco-site(county

value).

> Partof‘meadowstotheeastoftheJungle’(i.e.thosepartsnotaSINC),Eco-site(countyvalue).

> HamptonCoppiceandElmdonCoppice,SINCs(countyvalue).

> ElmdonPark,Eco-site(countyvalue).

> Elmdongrasslands,Eco-site(countyvalue).

> LowBrookandKingshurstBrook,Eco-site(countyvalue).

> BarbersCoppice,Eco-site(countyvalue).

> ElmdonManor,LNR/Eco-site(countyvalue).

> ElmdonChurch,Eco-site(countyvalue).

9.47 During development of this Master Plan, the aim has been to minimise impacts on important ecological

features,particularlySSSIs.Assuch,neitheroftheSSSIswillbedirectlyaffectedbytheproposals.The

major,indirectimpactontheSSSIsisthepotentialforthehydrogeologicalregimetochange,withchangesin

infiltrationpatterns,whichcouldaffectthestructureoftheirflora.

9.48 The land take of designated sites will result in some loss of nationally important grassland communities

(NationalVegetationClassificationtypeMG4andsomesmallareasofMG5)52

,aswellassomewoodlandand

lengths of hedgerow. The cumulative effect on designated sites would be, locally, important, but not

significant.Thealterationofwatercourseswouldalsobeimportant,primarilyduetothepresenceofwater

volesandnativewhite-clawedcrayfish.

9.49 Inaddition,someoff-siteareaswillbeaffectedduetoobstacleclearanceissues,relatedtotheproposed

extensiontotheMainRunway,whichwillresultinsometreesandhederowshavingtoberemovedandsome

treesandhedgerowshavingtobereducedinheight.

Footnote 52www.jncc.gov.uk

9190

Section Two

9.50 Withregardstorareandprotectedspecies,mitigationmustbemadeforbadgers,greatcrestednewts,bats,

water voles,white-clawedcrayfishand three speciesof rareplants, aswell as significantbird, terrestrial

invertebrateandaquaticinvertebratecommunities.TheAirportCompanyiscommittedtooffsettheecological

impactsoftheMasterPlanproposals.Themitigationstrategywillinclude:

> Habitatcompensationforthelossofdesignatedsitesofcountyvalue.A‘compensationplan’willbe

developedinpartnershipwithrelevantwildlifetrusts.Theproposedcompensationratioshouldbe2

hectaresforevery1hectarelost.

> Translocationofsomeofthehabitatsandspecies.Grasslandhabitatscanbetranslocateddirectly,

i.e.viacuttingturfs.However,itmaybebettertoaccumulateseedfromtheareastobelost,touse

forsowingatanewreceptorsite. Thecreationofacompensationsitewouldrequireresearchto

lookatthesuitabilityofthesiteandthebestmethodsofestablishingnewhabitats.Thecompensation

siteshouldbeasnearaspossibletotheAirport,withoutcompromisingtheoperationalsafetyofthe

Airport.Theinitialinvestigationsfordevelopingacompensationplanmayneedtohappeninadvance

oftheproposeddevelopment,inordertoallowappropriatetimesforpilotstudiesandtranslocations

totakeplace.

> Groundwaterandbotanicalmonitoringwillbenecessaryat theSSSIsandsurroundingSINCs, in

ordertodetectanyunforeseenchangesinwatertablesasaresultofaproposeddevelopment.A

‘waterresourcemanagementplan’,whichcanreacttochangesingroundwaterlevels,willbeputin

placetoprotecttheSSSIsfromdryingoutandlosingtheirvalue.

> The brooks will be protected, where possible, to try and retain their value (e.g. for white-clawed

crayfish). Culverting and realignment will be minimised. Off site compensation for the loss of

watercoursehabitatwillbeinvestigated.

> For each of the rare and protected species potentially affected by the proposed development, a

phasedplanofsurveyswilltakeplacetoassistinidentifyingthemostappropriatemitigationplan,

whichcouldincludetranslocation.

Archaeology and Cultural Heritage

9.51 Based on the information collected to date, there are no Scheduled Ancient Monuments (SAMs) in the

proposedfutureAirportOperationalArea,anditsimmediateenvirons.However,itdoescontainanumber

ofidentifiedarchaeologicalfeatures,plusanumberofpossiblesitesofinterest(e.g.cropmarks).Anumber

ofthesesiteshavealreadybeendisturbedby landfill,quarrying,modernconstructionandbuildings,road

improvementsandlandscaping.

9.52 Archaeologicalmitigationwillgenerallyincludetheinvestigation,documentationandphotographicrecording

ofsitesofimportance.Inaddition,someexploratoryexcavationinareasofarchaeologicalpotentialwould

beconsidered.Thescopeandextentoffurtherinvestigationswillbedeterminedduringanyfuturedetailed

planningapplicationprocess.AsuitablestrategyfortheBickenhillVillageConservationAreaandCastleHills

Farmhousewillbedeveloped,inliaisonwithEnglishHeritageandSolihullMetropolitanBoroughCouncil,to

mitigateanyimpacts,asappropriate.

2SECTION

Landscape and Visual Impact

9.53 The landscape character of the proposed future Airport Operational Area, and its immediate environs, is

principallyfarmland,characterisedbyanenclosedandgentlyundulatinglandscapeanddefinedbywoodland

edgesandbeltsoftreesandhedgerows.TheproposalsinthisMasterPlanwouldchangethelandscape

characterthroughregradingofthesite,lossoftreesandhedgerowsandairportdevelopment.Otherareasof

distinctlandscapecharacter,surroundingtheproposedfutureAirportOperationalArea,wouldbeaffected,

indirectly,tovaryingdegrees.

9.54 Duetotherelativelyflattopography,trees,hedgesandwoodlandwithinthelandscape,the‘ZoneofVisual

Influence’isnotlikelytoextendsignificantlybeyondtheproposedfutureAirportOperationalArea.The‘Zone

ofVisualInfluence’couldextendtotheGrandUnionCanaltothesouth,SheldontothewestandLeaHalltothe

North,aswellasBickenhilltotheEast.Themostsignificantvisualimpactswouldresultfromthelossofthemature

landscapetotheimmediatesouthoftheexistingAirportboundary.Theprincipal issuewillbetheeffects

uponthepermanentviewsoflocalresidents.Transientviewsassociatedwithfootpathusers,motoristsand

thoseinvehiclesarelesssensitive.

9.55 Therefore,designswillbedevelopedtomaximisetheamenityofremainingresourcesanddeveloppositive

contributionstotheconservationandenhancementofthewiderlandscape.Off-sitecompensationareasand

mitigation,whereappropriate,willbedeveloped,togetherwithmitigationforecologicalimpacts.

9.56 Therearenoover-ridinginternationalornationaldesignationsassociatedwithlandscapeorvisualissues.

LandscapeIssues

> Lossofexistingtrees,woodlandandhedgerowsovertheproposedfutureAirportOperationalArea.

> IndirectlandscapeimpactsatBickenhillVillage.

> Diversionof‘PublicRightsofWay’acrosstheproposedfutureAirportOperationalArea.

> SSSIsandSINCsadjacent,orclose,totheproposedfutureAirportOperationalAreaaresensitiveto

directorindirectimpactsresultingfromtheimplementationoftheMasterPlanproposals.

VisualIssues

> ImplementationoftheMasterPlanproposalsislikelytohavearelativelylimitedeffectontheurbanarea

northoftheexistingAirportboundary.

> Viewsfrom‘PublicRightsofWay’inruralareasbetweenCatherinedeBarnesLaneandtheM42willbe

affectedbyMasterPlanproposals,butnotsignificantly.

> Longerdistanceviewsfromtheeastandnorth-eastwillalsobeaffectedbytheMasterPlanproposals,

buttoamuchlesserextentduetothedistancesfromtheAirportSiteandtheinterveninglocaldevelopment

andlandscape.

> Theeffectsuponrecreationalusersoffootpathsandopenlandwillvaryaccordingtotheproximityof

userstotheproposedextensionoftheAirportboundary,aswellastheinterveninglandscape.Views

fromfootpathswithintheproposedfutureOperationalArea,whichwillneedtobediverted,willbe

affected.

9190

Social and Community

9.57 TheproposedfutureAirportOperationalArea,anditsimmediateenvirons,doescontainarangeofcommunity

facilitiesandfeatures,includingfootpathsandbridleways,somelocalbusinesses,sportsandplayingfields

andareasofpublicopenspace.AdjacenttothefutureAirportOperationalArea,therearealsoanumberof

residentialareas,includingthevillagesofBickenhillandCatherinedeBarnes.

9.58 ExtensivechangesarelikelytobemadetotheA45inthevicinityoftheAirport.Thiswillincludearealignment

and tunnelling of the A45 to accommodate the proposed extension to the Main Runway. However, the

impactswillbetemporary,occurringduringconstructiononly,whichmaycausedelays.

9.59 Where‘PublicRightsofWay’arelosttotheproposeddevelopment,andthelossisregardedassignificant

orpotentiallysignificant, itshouldbepossible to re-route themaround thenewAirportboundarywithout

substantialdiversions.

9.60 Someagriculturalland,businessesandresidences,togetherwithotheramenities,withintheproposedfuture

AirportOperationalAreawillbelosttotheproposeddevelopmentinthisMasterPlan.

9.61 Mitigation measures during construction will be necessary. The usual means of reducing impacts of

construction on the community is to agree a traffic management plan and a construction environmental

management plan, governing a range of issues, including working practices, hours of operation and

constructiontrafficrouting.

Health Impact Assessment

9.62 TheDepartmentforTransport,initsGuidanceonthePreparationofAirportMasterPlans,didnotconsiderit

necessarytoproduceaHealthImpactAssessmentaspartofthemasterplanprocess.However,theAirport

CompanyrecognisesthebenefitsofHealthImpactAssessments.

9.63 TheAirportCompanyconcludedthatitwasnotfeasibletoundertakeafullscaleHealthImpactAssessment

during thepreparationof thisMasterPlan,but it iswilling todiscussHealth ImpactAssessment studies

coveringthemajordevelopmentproposals.Inaddition,theAirportCompanywouldsupportthesettingup

ofaHealthImpactAssessmentSteeringGroup,asappropriate,wherethisGroupcouldhavemembership

drawnfromawiderangeofdisciplines,underanindependentChair.

9.64 Apreviousstudy,completedin200053

,concludedthattherewasnolinkbetweenairqualityattheAirportand

respiratorydiseaseinthelocalpopulation.

9392

Section Two

Footnote 53RespiratoryDiseasearoundBirminghamInternationalAirport,FinalStudyReportMarch2000,InstituteofPublicandEnvironmentalHealth,UniversityofBirmingham.

Environmental Policies

General

ENV1 TheAirportCompanywillcontinuetomaintainanddevelopenvironmentalpoliciestomitigatetheenvironmental

impactoftheAirport’soperationsanddevelopment.

ENV2 TheAirportCompanywill consultwith theAirportConsultativeCommittee,andallother relevantbodies,

duringthedevelopmentprocess,inordertoensurethatpublicviewsaretakenaccountofattheappropriate

planningstages.

Noise

ENV3 TheAirportCompanywillcontinuetodevelopdetailedpolicieswithregardtoaircraftandairportnoise,in

ordertomitigatetheimpactofnoiseresultingfromtheAirport’soperations.

ENV4 The Airport Company will continue to monitor noise levels and use the Airport Noise and Operations

Monitoring System, in order to provide a comprehensive noise and track monitoring, noise and track

investigationandnoisecomplaintservice.TheAirportCompanywillprovideregularreportsonawiderange

ofAirportnoiseissues.

ENV5 TheAirportCompanywillregularlyreviewthenoisecontoursfortheAirport,andprovidelocalauthoritieswith

anyrevisionstothenoisecontours.

ENV6 TheAirportCompanyoperatesaDayTimeNoisePolicywhichrestrictsthenoiselevelofaircraftoperating

during theday. TheAirportCompanywillcontinue tooperate,and regularly review, theDayTimeNoise

Policy.

ENV7 TheAirportCompanyoperatesaNightFlyingPolicywhich restricts thenoise level, and thenumberand

typesofaircraftoperating,atnight.TheAirportCompanywillcontinuetooperate,andregularlyreview,the

NightFlyingPolicy.

ENV8 TheAirportCompanywillmaintainitscommitmenttotheSoundInsulationSchemeand,whereappropriate,

implementmodificationsorimprovements.

ENV9 The Airport Company will review and develop a system of Preferrential Noise Routes to mitigate, where

practical,theimpactofaircraftnoiseandoperationsonlocalcommunities.

ENV10 TheAirportCompanywillworkwiththeCivilAviationAuthority(CAA)andNationalAirTrafficServices(NATS)

toconsiderthefeasibilityofintroducingContinuousDescentApproachproceduresatBirmingham.

ENV11 TheAirportCompanywillcontinuetomonitorplanningapplicationstohighlightproposalsfordevelopment

whichfallwithinsensitivenoisecontours.

2SECTION

9392

94

Air Quality, Energy Use and Climate Change

ENV12 TheAirportCompanywillcontinuetodevelopdetailedpolicieswithregardtoairqualityandemissionlevels,

inordertoraisegeneralawarenessofairqualityandmitigatetheimpactoftheAirport’soperationsonair

quality.

ENV13 TheAirportCompanywillcontinuetomonitorairqualitylevels,andprovideregularreportsonairqualityand

emissionlevels.

ENV14 TheAirportCompanywillprovideFixedElectricalPoweronaircraftstands,wherepractical,restrictingthe

useofGroundPowerUnitsandaircraftAuxiliaryPowerUnits,andensurecleanerandmoreefficientground

servicesequipment.

ENV15 TheAirportCompanywillpromotetheuseofpublictransportforpassengers,visitorsandstaff,inorderto

mitigateemissionlevels.

ENV16 TheAirportCompanywillconserveenergyuseinbuildingsandwillinvestigatetheintroductionofrenewable

energyandlowemissiontechnology,whereappropriate.

ENV17 TheAirportCompanywillsupport,throughitsmembershipoftheAirportsCouncilInternational,theintroduction

ofanappropriatepolicyfortheinclusionofaviationintheEuropeanUnionEmissionsTradingScheme.

Water Quality

ENV18 The Airport Company will continue to develop detailed policies with regard to Airport surface water and

foulwaterdischarges,inordertomitigatetheimpactoftheAirport’soperationsonsurfacewaterandfoul

waterdischarges.

ENV19 TheAirportCompanywillcontinuetomonitorsurfacewaterandfoulwaterdischargesfromtheAirport,and

willimplementimprovements,wherepractical,totheexistingAirportfloodandpollutioncontrolfacilities,in

linewithfurtherdevelopmentoftheAirportandtoprovideadditionalcapacity.

Waste Disposal and Waste Management

ENV20 TheAirportCompanywilluseresourcesefficientlyandprudentlyand,wherepractical,useproductsthatare

renewableandhavetheleastenvironmentalimpact.

ENV21 TheAirportCompanywillminimiseandrecyclewastewhereverpossible,inordertomitigatetheamountof

wasteandthedisposalofwasteresultingfromtheAirport’soperations.

Section Two

Ecology and Archaeology

ENV22 TheAirportCompanywill take fullaccountof theeffectsof theAirport’soperationsanddevelopmenton

ecologicalareasand,whereappropriate,willmitigateimpactsonimportantecologicalfeatures,particularly

SSSIs.

ENV23 TheAirportCompanywillconsideropportunitiesforthecreationofnewecologicalhabitats,whichwillbe

providedonthebasisoftwohectaresforeveryonehectareofecologicalsitelost.

ENV24 TheAirportCompanywillensurethatsitesofArchaeologicalImportancewillbeinvestigatedanddocumented,

andexploratoryexcavationundertakenwhereappropriate.

Landscaping

ENV25 TheAirportCompanywillprovideahighqualitylandscape,particularlyfortheAirport’sboundariesandthe

landside facilities at the Passenger Terminal Site and the Elmdon Terminal Site. All landscaping will be

designedandmanagedsoasnottoprejudiceaircraftsafetyoroperationalrequirements.Acomprehensive

landscapemanagementplanwillbedevelopedandimplementedforallareaswithintheAirport’scontrol.

2SECTION

95

10. LandAcquisition&Compensation

LandAcquisition

10.1 ThecurrentAirportOperationalAreaisapproximately330hectares.ThisOperationalAreawillneedtobe

expandedinordertoaccommodatetheforecastgrowthanddevelopmentoftheAirportsetoutinthisMaster

Plan.SomeofthelandthatwillberequiredisalreadyintheownershipoftheAirportCompany.Forany

additionalland,whereverpossible,itistheAirportCompany’sintentiontoacquirethislandbyagreement,

whichhasbeenthemethodofacquisitionusedinpreviousyears. If this isnotpossible,thentheAirport

CompanywillconsiderusingthecompulsorypurchasepowersavailabletoitundertheAirportsAct1986.

10.2 Existingnon-operationallandandpropertynowintheAirportCompany’sownership,orlandandpropertyto

be purchased in the future, will be retained in existing uses, where possible, until required for Airport

development.

Compensation

10.3 IntheWhitePaper,theGovernmentaskedairportstoaddresstheissueof“generalisedblight”associated

withfutureairportdevelopment.Whilstgeneralisedblighthasnolegaldefinition,itisviewedastheimpact

onpropertyvalues,resultingfromproposalsforfuturedevelopment,beforestatutoryprotectionisavailable.

10.4 ProposalsforanextensiontotheMainRunway,atthesoutheasternendofMainRunwayinSolihull,were

first identified in thepreviousMasterPlan,published in1995. Therefore, theAirportCompanydoesnot

consider theproposedextension to theMainRunway tobean issue in termsof “generalisedblight”,as

definedintheWhitePaper.

10.5 TheAirportCompanyacceptedtheprinciplethatpeoplemostdirectlyaffectedbytheproposalsforasecond

runway, in the earlier draft to this Master Plan, should have some form of redress, where appropriate.

Therefore,theAirportCompanyconsideredVoluntaryCompensationSchemesforproperties,aspartofthe

consultationprocessonthedraftMasterPlan,togetherwithprogrammesofenvironmentalmitigation.

10.6 Following the earlier draft to this Master Plan, and with the more recent work by the Airport Company

indicating thatasecond runwayshouldnotbeneededbefore2030, theAirportCompanydoesnotnow

considertheretobea“generalisedblight”issue,asdefinedintheWhitePaper,and,therefore,thereisno

currentrequirementforaVoluntaryCompensationScheme.

10.7 ShouldafuturereviewofthisMasterPlanconsiderasecondrunwaytoberequired,theAirportCompany

wouldincludeappropriatecompensationschemstoaddresstheissueof“generalisedblight”.Suchschemes

would follow the principles set out during the consulation process, as updated in the Department for

Transport’sProgressReportontheWhitePaper(December2006).

96

Section Two

SECTION

2SECTION

97

Land Acquisition & Compensation Policies

LAC1 TheAirportCompanyproposestoacquirelandandpropertieswhicharerequiredforthesafe,effectiveand

appropriateoperationanddevelopmentoftheAirportandtomeettheforecastgrowthindemand.Purchases

willbebyagreement,wherepossible,althoughtheAirportCompanyreserves itsrighttousecompulsory

purchasepowerswhererequired.

Section Three

98

99

Proposal Maps

Airport Layout 2006

Airport Master Plan Proposals Map 2010




Airport Master Plan Summary of Environmental Features

Reproduced from Ordinance Survey digital map.

Crown copywright C 2005. All rights reserved.

Section Three

100

99101



Section Three

102

99103



Section Three

104

99105



Section Three

106

99107



Section Three

108

99109

Section Three

110



Key:

99111

Section Four

112

Appendices

Existing Site & Facilities at Birmingham International Airport

Air Transport Trends at Birmingham International Airport

Glossary of Terms

113

Existing Site & Facilities at Birmingham International Airport

1. TheAirporthastworunways:

> MainRunway15/33(Instrument-CategoryIII)8,530ft/2,599mlong.

> SecondaryRunway06/24(Visual)4,314ft/1,315mlong.

TheAirportisequippedwiththenecessarynavigationalandtechnicalaidsforallweatheroperations,including

radar and an Instrument Landing System (ILS) to CAT III Standard serving both approaches to the Main

Runway.

2. AirTrafficControl isprovidedonbehalfof theAirportCompanybyNationalAirTrafficServices (NATS) in

respectofboth:

> ApproachControl,whichisresponsibleforallarrivinganddepartingaircraft.

> AerodromeControl(orVisualControl),whichisresponsibleforallaircraftonfinalapproachtoland,

taxiingontheairfield,preparingfordepartureandduringtake-off,plusaircraftcarryingoutcircuit

training,andallvehiclesmovingontherunways,taxiwaysandaprons.

TheApproachControlandAerodromeControlareprovidedintheElmdonBuilding,whichislocatedatthe

ElmdonTerminalSite.

3. TheAirporthasa24houroperatinglicence.PassengerTerminalfacilitiesareprovidedonasiteeastofthe

MainRunway,wherea‘new’PassengerTerminalwasopenedin1984.Thefreightandaircraftmaintenance

facilitiesareprovidedattheElmdonTerminalSite,onasitewestoftheMainRunway,andarebasedabout

theformerpassengerterminalfacilitiesandoriginalaircrafthangars.

4. ThePassengerTerminalfacilitiesarebasedonatwoterminaloperation,i.e.Terminal1(formerlyknownas

‘MainTerminal’)openedin1984,andTerminal2(formerlyknownas‘Eurohub’)openedin1991.

5. After a Public Inquiry in 1979, approval was given for a ‘new’ Passenger Terminal (now Terminal 1) and

associatedinfrastructure.Constructionofthe‘new’PassengerTerminalfacilitiesbeganin1981,andthey

werecompleted,aheadofschedule,in1984.Operationsweretransferredtothe‘new’PassengerTerminal

Sitefrom4April1984.

6. In 1988, the first phase of a programme of improvements to the ‘new’ Passenger Terminal facilities was

provided,withextensionsatgroundfloorandfirstfloortothelandsidefacilities.In1989,asecondphasewas

provided,makingbetteruseoftheexistingfacilitiesbymatchingpassengerflowsmorecloselywithavailable

capacity,inaprocessreferredtoas‘channelchange’.In1990,thethirdphaseofimprovementswasprovided,

withextensionsatgroundandfirstfloortotheairsidefacilities.

114

Section Four

4SECTION

115

7. In1988,theAirportCompany,withBritishAirways,recognisedthepotentialtodevelopasecondPassenger

Terminal,nowcalledTerminal2(andpreviouslyknownas‘Eurohub’),toprovidededicatedfacilitiestosupport

‘hubandspoke’operationsatBirminghamInternationalAirport. ‘Eurohub’opened in1991andprovided

dedicatedfacilitiesforBritishAirwaysanditspartnerairlines.‘Eurohub’wasauniqueandinnovativefacility,

thefirstof its type inEurope,designed to link theUK regionswithEuropeancities,whilstalsoproviding

facilitiesforawiderrangeandgreaterfrequencyofservices,including,subsequently,longhaulscheduled

servicestotheUSA.

8. Duringtheconstructionof‘Eurohub’,theAirportCompanyrecognisedtheneedtorefurbishTerminal1(then

knownas‘MainTerminal’),toensurethatsimilarstandardsoffacilitiesandservicewereavailablein‘Main

Terminal’tothosein‘Eurohub’.Therefore,in1991,theAirportCompanystartedonasubstantialprogramme

ofimprovementsandrefurbishmenttoMainTerminal,whichwascompletedin1994.

9. In addition,during1994, theAirportCompanyalsoundertook further improvements to theairfieldat the

PassengerTerminalSite.Theimprovementsinvolvedtheinfilloftheformergrassedareaattheendofthe

InternationalPier, to provideadditional apron hardstanding, and the addition of a Parallel Taxiwayat the

PassengerTerminalSitetoimproveaircraftaccessandcirculationforthePassengerTerminals.

10. In1995,followingpublicationofthepreviousMasterPlan“Vision2005”,theAirportCompanysubmittedan

OutlinePlanningApplicationforthe“ExpansionofthePassengerTerminalFacilitiesandRelatedInfrastructure”.

OutlinePlanningApprovalwassubsequentlygrantedin1996,withConditionsandaSection106Planning

AgreementbetweentheAirportCompanyandSolihullMetropolitanBoroughCouncil.Sincethen,thephased

development of the Passenger Terminal Facilities and Related Infrastructure has been progressed to

include:

> Additionalapronandtaxiwaycapacity.

> LandsideandairsideextensionstoTerminal1.

> LandsideandairsideextensionstoTerminal2.

> NewA45Inbound/OutboundAccessRoads.

> Improvementstotheinternallandsidecirculatoryroads.

> Newbusandcoachfacilities.

> Additionalcarparkingcapacity(bothsurfaceandmultistorey).

11. ThecurrentcarparkingprovisionatthePassengerTerminalSiteconsistsof:

MultiStorey(ThreeCarPars)

ShortStay

Staff/Employees

Total

LongStay(TwoCarParks) 7,020

3,895

255

1,635

12.805

CarHire 345

Total 13,150

116

12. TheAirportisconnectedtoBirminghamInternationalStation(viathe‘BirminghamInternationalInterchange’),

andthelocalandintercityrailnetworks,andtheNationalExhibitionCentre(NEC),bythe‘Air-RailLink’,a

fullyautomatedpeoplemoversystem. Previously, thepeoplemover linkwasprovidedby the ‘MAGLEV’

system(i.e.MAGneticLEVitation),whichhadtobewithdrawnfromservicein1995followingproblemswithits

reliability.The‘Air-RailLink’isanelevatedpeoplemoversystemusingtwotracks,eachcarryingadouble

vehicle.The‘Air-RailLink’stationsareprovidedatTerminal1andatthe‘BirminghamInternationalInterchange’

withdirectaccesstoBirminghamInternationalStation.

13. In1990,aNovotelAirportHotel(with196bedrooms)wasopenedatthePassengerTerminalSite,andanEtap/

IbisAirportBudgetHotel(with120bedroomsand162bedroomsrespectively) isduetobeopenedatthe

PassengerTerminalSitein2008.TheNovotelHoteldevelopmentalsoincludedsome2,000squaremetresof

separate, lettableairport-relatedofficeaccommodationinViscountHouse. In2000,theAirportCompany

movedintoanewdedicatedofficeblock,knownas‘DiamondHouse’,whichislocatedoppositeTerminal2.

14. The completion of the new Passenger Terminal facilities in 1984 allowed attention to be focused on the

developmentoffreightactivitiesattheAirport.FreightfacilitiesareprovidedattheElmdonTerminalSite,

where they were based on the former Passenger Terminal facilities and can be operated and developed

withoutconflictingwithpassengeroperations.In1986,anewpurposebuiltCargoCentrewasprovidedfor

BritishAirwaysattheElmdonTerminalSite,aspartofawiderdevelopmentwhichalsoincludedtheGateway

EstateandFreeport.

15. In1988, thefirstphaseofaprogrammeof improvements to the freight facilitieswascompletedwith the

developmentofabondedunit for freightoperators. In1989, thesecondphasewascompletedwith the

developmentof4,000squaremetresofdedicatedprocessing facilities for freightoperations, followedby

anextensiontotheWesternApronin1991.TheAirportCompanyalsoproposedathirdphasecalled‘Freight

West’,whichwouldprovidefurtherfreightfacilities,includingadedicatedapronandtaxiway,locatedtothe

southwestoftheSecondaryRunway.However,withtheconstraintsoftheNightFlyingPolicy,theAirport

CompanynolongermarketsBirminghamInternationalAirportasadedicatedfreightairport,but,giventhe

rangeandfrequencyofscheduledpassengerservices,thereissignificantpotentialforfreightactivitybased

on‘bellyhold’operations.

16. TheElmdonTerminalSiteisservedbyitsowninternallandsideroadsystemandthereisadedicatedaccess

roadlinkingtheElmdonTerminalSitewiththelocalhighwaynetwork.TheElmdonTerminalSitealsohasits

owndedicatedcarparking(bothsurfacelevelandmulti-storeycarparking)andvehicleparking(i.e.forvans

andHGVs)tosupporttheactivitiesattheElmdonTerminalSite.

17. InvestmentbytheAirportCompanyinoperationalfacilitieshasincludedstandguidancesystems,electrical

groundpowerunits,additionalairbridges,animprovedInstrumentLandingSystem(toCategoryIII)anda

newAirportEngineeringBaseandStores.In1990,theoriginal1939PassengerTerminal,nowknownasthe

‘ElmdonBuilding’,wasrefurbishedbytheAirportCompanytoprovidefurtherofficeaccommodationatthe

ElmdonTerminalSite.

Section Four

4SECTION

117

18. OthercompaniesbasedattheAirporthavealsomadeconsiderablenewinvestment,includinganewIn-Flight

CateringCommissaryattheElmdonTerminalSite,therefurbishmentofHangar1andtherefurbishmentof

Hangar2.TheaviationfuelconsortiumhavedevelopedanadditionalAVTURstoragetankandanAVGAS

facility,whilstanundergroundfuelpipelinewasconstructedtotheAirport.Hydrantrefuellingwasinstalled

for the ‘Eurohub’ (Terminal2)aircraftstands,whichcouldbeextendedto the ‘MainTerminal’ (Terminal1)

stands.

19. In1993,AirlineMaintenanceBirminghamLimited,ajointventurecompanybetweentheAirportCompanyand

AirlineMaintenanceAssociates(specialistsinaircraftmaintenancebasedinCambridgeshire),wasgranted

PlanningApproval fora thirdpartyaircrafthangarandmaintenancefacility,andassociated infrastructure,

including a three bay hangar suitable to accommodate three wide-bodied aircraft. In 2001, the Airport

CompanyandMaerskAirweregrantedPlanningApprovalforanewaircrafthangarandmaintenancefacility,

andassociated infrastructure. Both thesemaintenance facilitieswouldhavebeen locatedat theElmdon

TerminalSite,butneitheroftheproposalshavesubsequentlybeenprogressed.

20. Onasiteadjacent to theAirport is ‘TrinityPark’,anofficebusinessparkwhichwasdesigned toprovide

36,000squaremetresofofficeaccommodation.

Air Transport Trends at Birmingham International Airport

1. Thegrowthinpassengers,freightandairtransportmovementssince1986atBirminghamInternationalAirport

isgiveninTable1.

Table1:Passenger,FreightandAirTransportMovements1986–2006

Source:CivilAviationAuthority

AnAirTransportMovement(ATM)isalandingortake-offofanaircraftengagedinthetransportofpassengers

cargoormailoncommercialterms.

118

2006

TotalPassengersYear TotalFlown

Freight(Tonnes)AirTransportMovements

2005

2004

2003

2002

2001

2000

1999

1998

1997

9,147,384

9,381,425

8,862,388

9,079,172

8,027,730

7,808,562

7,596,893

7,013,867

6,709,086

6,025,485

14,681

12,939

9,849

11,573

13,326

11,886

9,695

29,166

18,416

19,845

108,658

112,963

109,202

116,040

112,284

111,008

108,972

98,748

88,332

79,880

1996 5,468,100 19,427 76,775

1995 5,328,469 21,125 74,400

1994 4,943,189 18,767 71,068

1993 4,202,685 16,526 68,754

1992 3,827,659 18,568 68,887

1991 3,396,060 26,000 65,513

1990 3,618,726 21,281 65,650

1989 3,431,445 14,432 60,782

1988 2,876,004 15,252 52,726

1987 2,725,853 13,623 51,564

1986 2,165,952 6,631 44,841

Section Four

4SECTION

119

2. Thebreakdownofpassenger,freightandaircraftmovementsfor2006isgivenbelowinthefollowingtables:

Table2A:Passengers

Table2B:Freight

Table2C:AirTransportMovements

Table2D:TotalAircraftMovements

Source:BirminghamInternationalAirportLimited

Table3:MonthlyTerminalPassengerTrafficbyMarketSectorfor2006

Source:BirminghamInternationalAirportLimited

ByType

Terminal

Transit

Total

Passengers

9,061,596

91,451

9,153,047

ByTerminal

Terminal1

Terminal2

Total

Passengers

7,171,129

1,981,918

9,153,047

ByMarketSector

InternationalScheduled(Terminal)

InternationalCharter(Terminal)

Domestic(Terminal)

Total

Passengers

4,952,321

2,582,312

1,526,800

9,061,433

Total 14,673

Passenger

Freight

Total

108,940

399

109,339

AirTransportMovements

OtherCommercialMovements

NonCommercialMovements

Total

109,339

3,546

6,647

119,532

January

InternationalCharterYear International

Scheduled Domestic

February

March

April

May

June

July

August

September

October

115,256

115,228

126,790

135,477

267,101

320,524

343,846

366,398

347,471

248,744

338,394

364,535

426,487

424,297

431,359

465,426

476,197

462,751

432,879

559,101

593,748

668,241

691,119

827,951

883,962

945,892

975,277

942,374

817,722

November 96,022 362,529 590,781

December 99,455 354,197 565,265

105,451

113,985

128,181

129,155

136,553

132,079

136,620

132,682

132,152

136,099

132,230

111,613

413,270

Total

Glossary of Terms

ACARE : Advisory Council for Aeronautical Research, European Union.

Aerodrome : Any area of land or water designed, equipped, set apart or commonly used for affording facilities for the

landing and departure of aircraft, and includes any area or space, whether on the ground, on the roof of a building or

elsewhere, which is designed, equipped or set apart for affording facilities for the landing and departure of aircraft

capable of descending or climbing vertically, but shall not include any area the use of which for affording facilities for the

landing and departure of aircraft has been abandoned and has not been resumed.

Aircraft Movement : An aircraft landing or take-off at an airport. For airport traffic purposes, one arrival and one

departure are counted as two movements.

Aircraft Stand : A position on the apron at which an aircraft can be located or parked and where all normal servicing

activities are carried out, including the enplaning and deplaning of passengers. Stands may be remote from, or adjacent

to, the terminal buildings.

Airport Consultative Committee : The committee to provide a facility, for the purposes of Section 35 of the Civil Aviation

Act 1982, for consultation between the Airport Company and users of the airport, the local authority and neighbouring

local authorities and local communities with respect to matters concerning the management and administration of the

Airport which affect their interests.

Airport Noise and Operations Monitoring System : The system known as “ANOMS” used to record complaints and

monitor the noise and tracks of Air Transport Movements.

Airport Transport Forum : The forum, as set up by the “Guidance on Airport Transport Forums and Airport Surface Access

Strategies” issued by the Department of the Environment Transport and the Regions in 1999, to facilitate partnership

between airport operators, government agencies, local authorities, passenger transport authorities, transport operators,

local communities and local businesses to facilitate improvements to surface access for airports.

Air-Rail Link : The dedicated fixed people-mover system (replacing the former MAGLEV system) linking Birmingham

International Airport with Birmingham International Interchange/Railway Station and the National Exhibition Centre.

Airside : The restricted area of an airport to which the public do not have general access.

Air Transport Movement : A landing or take-off of a civil aircraft operating a scheduled or non-scheduled commercial

service.

ANCON : Aircraft Noise Contour Model.

Annual Limit (or Night Movement Limit for Air Transport Movements) : The annual limit of Air Transport Movements

in the period 2300 to 0600 (excluding Exempt Movements) which is currently 5% of total Air Transport Movements.

Approach Surface : An inclined plane or combination of planes preceding the threshold (the beginning of that portion

of the runway used for landing).

Apron : A defined area of land on an aerodrome for the stationing of aircraft, for the embarkation and disembarkation of

passengers, the loading and unloading of cargo, and for parking.

120

Section Four

Busy Hour Rate : Passenger Terminal design parameter, which is the hourly rate above which only 5% of the passenger

traffic is handled.

CAA : Civil Aviation Authority.

Chapter Aircraft : Aircraft are classified by ICAO’s (International Civil Aviation Organisation) “International Standards

and Recommended Practices Environmental Protection Annex 16” according to the level of noise that they make and

the areas on the ground affected by the aircraft noise. The three classifications are:

> Chapter 1 aircraft are the old turbojet aircraft which have now largely been phased out.

> Chapter 2 aircraft are the older aircraft fitted with low bypass turbofan engines.

This classification includes such aircraft as the BAC 1-11, Boeing 727, Boeing 737-200,

Boeing 747-200, Airbus A300, Fokker F28, Lockheed L1011, Douglas DC9 and DC10.

> Chapter 3 aircraft are the modern quieter aircraft fitted with high bypass turbofan engines,

such as the BAe 146, Fokker 100, Boeing 737-300/400/500, Boeing 767-300.

Charter Services : Includes all Air Transport Movements other than scheduled services.

Clearway : An area at the end of the take-off run available, and under the control of aerodrome licensee, selected or

prepared as a suitable area over which an aircraft may make a portion of its initial climb to a specified height.

Conical Surface : A surface sloping upwards and outwards (i.e. 1:5 measured above the horizontal in a vertical surface)

from the periphery of the Inner Horizontal Surface and represents the level above which consideration needs to be

given to the control of new obstructions and the removal or marking of existing obstructions so as to ensure safe visual

manoeuvring in the vicinity of an aerodrome.

Continuous Descent Approach (CDA) : a procedure intended to minimise noise nuisance during an aircraft’s

intermediate approach phase.

dB : Unit of relative sound level or changes in sound level.

dBA : Unit of sound pressure level measured on the A weighted scale, i.e. as measured on an instrument that applies

a weighting to the electrical signal as a way of simulating the way a typical human ear responds to a range of acoustic

frequencies.

Development : Development is defined in Section 55 of the Town and Country Planning Act 1990 as:

“The carrying out of building, engineering, mining or other operations in, on, over or under land, or the

making of any material change in the use of any buildings or other land.”

Domestic Services : Services flown entirely within the United Kingdom, Isle of Man and Channel Islands.

Emergency Distance Available : The length of the take-off run available for a runway, plus the length of any associated

stopway.

EPNdB : Effective Perceived Noise Decibels.

EPNL : Effective Perceived Noise Level measured in EPNdB. Its measurement involves analyses of the frequency

spectra of noise events and the duration of the sound as well as the maximum level.

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ERCD : Environmental Research and Consultancy Department of the Civil Aviation Authority.

Exempt Movements : Air Transport Movements in the following circumstances:

1. Aircraft diversions that have been brought about by changes in weather conditions at the original

destination airport or an in-flight emergency.

2. Aircraft or medical evacuation or mercy flights where there is danger to life or health, human or animal.

3. Any take-off or landing in an emergency consistent with preventing danger to life or health.

4. Delays to aircraft resulting from widespread and prolonged disruption to air traffic.

5. Delays to aircraft that are likely to lead to serious congestion at the Airport or serious hardship or suffering

to passengers or animals.

Provided that aircraft diverting because of night flying restrictions at other airports are not Exempt Movements.

General Aviation : All non commercial movements, including private aircraft operations and aeroclub instructional

flights, and Business Aviation which is made up of air taxi and corporate aircraft operations.

General Development Order : A Statutory Instrument made under the provisions of the Town and Country Planning

Act. It establishes the procedure for seeking approval to carry out development and specifies the types of development

that do not require planning permission.

Hub and Spoke : A hub and spoke airport operation provides for a number of origins to be routed via a central hub,

where passengers can change aircraft to any one of a number of destinations served at the hub. The passenger has,

with one change, a network of destinations to choose from, rather than simply one destination. The passenger terminal

is the hub and the origins and destinations are the spokes.

IATA : International Air Transport Association.

ICAO : International Civil Aviation Organisation.

Inner Horizontal Surface : A horizontal plane located above an aerodrome and its vicinity. It represents the level (i.e. 45

metres above the lowest runway) above which consideration needs to be given to the control of new obstacles and the

removal or marking of existing obstacles to ensure safe visual manoeuvring of aircraft in the vicinity of the aerodrome.

Instrument Approach Runway : A runway intended for the operation of aircraft using non-visual aids providing at least

directional guidance in azimuth adequate for a straight-in approach.

International Services : Services flown between the United Kingdom, Isle of Man and Channel Islands and places

outside.

Landing Distance Available : The length of runway available and suitable for the ground landing run of an aeroplane.

Landside : That area of an airport to which the public have general access.

Lday : The twelve hour Leq average noise level from a specified source or sources as defined in Directive 2002/49/EC,

in the UK defined to cover 0700 -1900 local time.

Lden : ‘A’ weighted average of sound levels during the day, evening and night as defined in Directive 2002/49/EC.

122

Section Four

Leq : A measure of long term average noise exposure. For aircraft it is the level of a steady sound which, if heard

continuously over the same period of time, would contain the same total sound energy as all the aircraft noise events.

Levening : The four hour Leq average noise level from a specified source or sources as defined in Directive 2002/49/EC,

in the UK defined to cover 1900 - 2300 local time.

Lmax : The maximum sound level (normally in dBA) measured during an aircraft flyby.

Lnight : The eight hour Leq average noise level from a specified source or sources as defined in Directive 2002/49/EC,

in the UK defined to cover 2300-0700 local time and sometimes defined over other periods at night.

Load Factor : Aircraft seat occupancy expressed as a percentage of the total number of seats available.

Main Runway : The runway most used for take-off and landing.

Morning Shoulder Period : The period from 0600 to 0700 (0800 on Sundays).

Night Flying Policy : The policy regulating the use of the Airport by aircraft during the Night Period and the Shoulder

Periods.

Night Period : The period from 2330 to 0600.

Night Shoulder Period : The period from 2300 to 2330.

Noise Classification : The noise level range in EPNdB for take-off or landing (as the case may be) for aircraft.

Noise Footprint : The area within which the noise level, normally defined using the SEL metric (q.v.), from a noise event

is equal to or greater than the specified level. The footprint may relate separately to an arrival or a departure, or may be

defined as an ‘envelope’ encompassing both.

Noise Preferential Route (NPR) : Essentially the first part of a Standard Instrument Departure route (SID), compliance

with which is assessed by reference to a 3km wide corridor.

Non-Instrument Runway (Visual Runway) : A runway intended for the operation of aircraft using visual approach

procedures.

Obstacle Free Zone : A volume of airspace extending upwards and outwards from an inner portion of the Runway Strip

which is kept clear of all obstructions, except for minor operational items, to protect aircraft.

Obstacle Limitation Surfaces : Aerodromes should be sited in areas where airspace is free from obstructions that

could be hazardous to aircraft turning in the vicinity of an aerodrome, or on take-off or approach paths. It is also

necessary to maintain the surrounding airspace free from obstacles that could cause an aerodrome to become unusable

or compromise air safety. The Approach Surface, Conical Surface, Inner Horizontal Surface, Outer Horizontal Surface,

Take-Off Climb Surface and Transitional Surface make up the Obstacle Limitation Surfaces.

Outer Horizontal Surface : A specified portion of a horizontal plane around an aerodrome beyond the limits of the

Conical Surface (to a minimum of 15,000 metres from the aerodrome). It represents the level above which consideration

needs to be given to the control of new obstacles in order to facilitate practicable and efficient instrument approach

procedures and, together with the Conical Surface and the Inner Horizontal Surface, to ensure safe visual manoeuvring

in the vicinity of an aerodrome.

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123

Public Safety Zone (PSZ) : An additional requirement established by the Department of Transport at specified major

airports in order to prevent any build-up of population in areas where there is a greater risk of an aircraft accident. The

Department of Transport generally advises against the grant of planning permission for developments which are likely to

increase significantly the number of persons residing, working or congregating in Public Safety Zones, which are located

at the ends of major runways.

Public Transport Modal Share : The share of surface transport traffic gaining access to the Airport by all means of

public transport (excluding taxis).

Quota Count (QC) : Also referred to as the Noise Quota for an aircraft. The weighting attributed to the arrival or

departure of a specified aircraft type by reference to its certificated noise performance.

Runway Capacity : Usually expressed in aircraft movements per hour and defined as the number of aircraft movements

which can use a runway in one hour and be expected to generate an ‘acceptable’ average delay (usually 5 minutes)

over the busy period.

Runway End Safety Area (RESA) : An area provided at each runway end to minimise risk of aircraft overrun or

undershoot.

Scheduled Services : Services performed according to a published timetable, including those supplementary thereto,

available for use by members of the public.

SEL : Sound Exposure Level. The level generated by a single aircraft at the measurement point. Accounts for the

duration of the sound as well as its intensity.

SINC : Site of Importance for Nature Conservation.

SSSI : Site of Special Scientific Interest.

Slot : The time interval formed by the earliest and latest airborne times after flow regulation and/or traffic restrictions

have been applied.

Stopway : A defined rectangular area at the end of the take-off run available, prepared and designated as a suitable area

in which an aircraft can be stopped in the case of a discontinued take-off.

Statutory Instrument (SI) : A form of legislation which allows the provisions of an Act of Parliament to be subsequently

brought into force or altered without Parliament having to pass a new act. They are also referred to as secondary,

delegated or subordinate legislation.

Strip : An area of specified dimensions enclosing a runway and taxiway to provide for the safety of aircraft operations.

Take-Off Climb Surface : An inclined plane, or other specified surface, located beyond the end of the take-off run

available at the end of the clearway (an extra area at the end of the take-off run over which an aircraft may make a

portion of its initial climb), when a clearway is provided.

Take-Off Distance Available (TODA) : The length of the take-off run available for a runway, plus the length of any

associated clearway.

Take-Off Run Available (TORA) : The length of runway available and suitable for the ground run of an aeroplane taking

off.

124

Section Four

Taxiway : A defined path on an aerodrome established for the taxiing of aircraft and intended to provide a link between

one part of the aerodrome and another, including:

(a) Aircraft Stand Taxilane : A portion of an apron designated as a taxiway and intended to provide access to

aircraft stands only.

(b) Apron Taxiway : A portion of a taxiway system located on an apron and intended to provide a through taxi

route across the apron.

(c) Rapid Exit Taxiway (and Fast Turn-Off Taxiway) : A taxiway connected to a runway at an acute angle

and designed to allow landing aircraft to turn off at higher speeds than are achieved on other exit taxiways,

thereby minimising runway occupancy.

Terminal Passengers : A passenger joining or leaving an aircraft at the reporting airport. Therefore, a passenger

travelling between two reporting airports is counted twice.

Threshold : The beginning of that portion of the runway usable for landing.

Total Passengers : All revenue and non-revenue passengers on Air Transport Movement flights.

Transfer Passenger : A passenger who both arrives and leaves the airport by air, often transferring from a domestic

flight to an international flight (or vice versa).

Transitional Surface : A surface sloping upwards (i.e. 1:7 for a precision approach runway and 1:5 for a non-precision

or visual runway) away from the runway strip (the clear area beyond the runway itself, but enclosing the runway, provided

for the safe operation of aircraft), i.e. from the sides of the runway and essential to landing an aircraft.

Transit Passenger : A passenger who arrives at or departs from a reporting airport on the same aircraft which is

transiting the airport. Each transit passenger is counted once.

UK AIP : UK Integrated Aeronautical Information Package.

Wake Vortices : Wake vortices are circulating currents of air created by the passage of aircraft through the sky. All

aircraft shed vortices, but in most cases they are broken up before they reach the ground. In certain weather conditions,

the vortices can reach ground level. During the later stages of landing, they can, occasionally, cause the movement

and slippage of roof tiles.

WHO : World Health Organisation.

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125

126

Further Information

Planning and Transportation Department

Birmingham International Airport Limited

Birmingham B26 3QJ

Telephone 0121 767 7107

Fax 0121 767 7065

Copies of this document are available for download at

www.bhx.co.uk

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