AIRPORT SURFACE ACCESS STRATEGY

Transcription

1 AIRPORT SURFACE ACCESS STRATEGY August 2006

2 SOUTHEND AIRPORT AIRPORT SURFACE ACCESS STRATEGY July 2006 CONTENTS Page Introduction 3 National, Regional and Local Transport Policies 3 The Airport Transport Forum 5 The Existing Airport 5 Existing Transport Activity 7 Future Transport Demand 9 Existing Terminal Area Development 9 New Terminal and Transport Interchange 9 Other Developments 10 The Strategies 10 Monitoring and Review 15 Appendix A The Southend LTP Strategy 16 Appendix B Southend Airport Transport Forum 17 Appendix C Residence of On-Site Workers 18 Appendix D The 2006 Staff Travel Survey 19 Appendix E Southend Borough Cycle Network 27 Appendix F - Targets 28 2

3 INTRODUCTION 1 Surface access is a key issue in the development of Southend Airport. Currently, with limited passenger flights and maintenance, repair and overhaul and private and club flying as the main activities, surface access is satisfactory. Local users can get to the Airport easily where there is convenient and free parking. Some staff walk and cycle or use local buses but the majority drive to work. 2 Following the Airports White Paper of December 2003, Southend Airport issued a draft Master Plan in March 2005 and, following consultation, published a final version of the Master Plan dated July The Master Plan proposed that existing activity should continue, that growth in the successful maintenance, repair and overhaul activity should be accommodated and that a forecast of 2 million passengers a year on passenger flights should be planned for in the long term. The Master Plan is a long term strategy and individual developments are subject to the normal planning processes. Some key permissions for a new terminal and rail station are already in place. 3 The Master Plan included information on national, regional and local transport policies and reported on studies of the local transport situation around the Airport. 4 Government guidance on Airport Transport Forums and Airport Surface Access Strategies was published in The Guidance recommended that airports with 1,000 passenger air transport movements or more should prepare an Airport Surface Access Strategy, and this number has now been exceeded. The 2003 White Paper confirmed the requirement for Airport Surface Access Strategies and noted the need for co-operation between airport operators and the relevant transport authorities. In particular, the requirement is noted for Airport Surface Access Strategies to be reflected in Regional Transport Strategies and Transport Plans within Local Development Frameworks. The Guidance notes that Airport Surface Access Strategies should cover the short to medium term, similar to the five year horizon for local transport plans. However, the Airport Surface Access Strategy should also take account of the longer term Master Plan. 5 This version of the Southend Airport Surface Access Strategy is published after consultation with the members of the Airport Transport Forum. Particular acknowledgement should be given to the assistance provided by Essex County Council and Southend-on-Sea Borough Council, and the latter s consultants, TPi. NATIONAL, REGIONAL AND LOCAL TRANSPORT POLICIES 6 This section deals with surface transport policies (ie. excluding air transport). 3

4 7 Surface Transport was covered extensively in the 2003 White Paper The Future of Air Transport, and some general principles can be extracted which are relevant to smaller airports. A key principle for all airports is that the Government expects airports to share the objective of increasing the number of passengers using public transport. Airports are noted as part of the national transport infrastructure, and transport authorities should take account of them in their planning. Where upgrading or enhancement is required as a result of airport expansion, Government expects airports to pay for improvements, but where there are a wider range of beneficiaries, Government and the transport agencies should consider public funding. 8 Regional transport planning is covered by the East of England Plan which, at the time of preparing this strategy, had been the subject of an Examination in Public, the report of which had been published. The Panel Report recommended a policy on airports (T12) as follows: Access to the region s airports will be managed and enhanced to support development as and when it is approved and to enable the airports to contribute to national and regional objectives in relation to economic growth and regeneration. A key priority will be to ensure that airport surface access facilities reinforce and help to contribute to the shift to more sustainable travel sought by the RTS (Regional Transport Strategy) objectives. 9 The sub region has been extensively covered in the Thames Gateway plans. In particular, Vision for the Future, published in 2001 and Delivering the Future, refer to improving the Airport s accessibility and highlight the priorities. 10 The Essex Local Transport Plan for was adopted in March It refers to the establishment of a policy framework which includes the provision of infrastructure to airports (1.6). However the limited reference to Southend Airport (2.26) does not refer to any schemes. 11 The Southend-on-Sea Local Transport Plan for was also adopted in March 2006 and includes a number of significant elements related to the Airport. It identifies the Airport as a 'key urban interchange', a potential park and ride site and a future destination for the proposed extension of the Passenger Transport Corridor from the town centre. The Strategy from the Southend LTP is reporoduced at Appendix A. 12 Local Development Frameworks are emerging for Rochford and Southend on Sea. The Rochford Local Development Scheme of April 2006 notes that an Area Action Plan for the Airport will be developed post The Southend Core Strategy Consultation document of July 2006 notes the preferred option for transport and accessibility includes a key objective to improve surface access to London Southend Airport to realise its potential as an important regional airport facility, and its full integration with other transport modes and facilities (5.2V). 4

5 THE AIRPORT TRANSPORT FORUM 13 The first meeting of an Airport Transport Forum took place on 19 October A list of the members is at Appendix B. This introductory meeting agreed three priorities: The collection of data about employees home addresses and journey to work An investigation of the potential for pedestrian and cycling to the Airport The drafting of an Airport Surface Access Strategy 14 For the first of these priorities, some broad information on employees home addresses was collected as part of the EEDA/York Aviation study and is set out later in this strategy. A staff travel survey took place in June 2006 and the report is at Appendix D. The second activity involving pedestrian and cycle routes has yet to be started, although progress on other walking and cycling initiatives is covered below. The third priority is represented by this document. 15 The second meeting of the Airport Transport Forum took place on 8 June 2006, at which presentations were made on cycling, rail services and the draft Airport Surface Access Strategy. THE EXISTING AIRPORT 16 Current Airport activity is as follows: Aircraft Movements 2005 Passengers Private and club 34,903 Helicopter 5,253 Business aviation 1,332 Air transport movements 1,390 Other 5,750 Total aircraft movements 48, Passengers on private and club, helicopter and business aviation aircraft movements are not recorded by the Airport. In 2005 there were 6,129 passengers and 125 tonnes of cargo on the air transport movements. 5

6 Staff 18 As part of a study of the socio-economic impact of the expansion of activities at Southend Airport for EEDA by York Aviation, published in January 2006, a survey was undertaken of firms which indicated that there were 930 full time equivalent jobs on the site. Appendix C gives the place of residence of employees but the majority live in Southend. 19 With the assistance of Essex County Council and Southend-on-Sea Borough Council.and the co-operation of Airport companies and organisations, a staff travel survey was undertaken in June The results are at Appendix D and the headlines are as follows: The male/female ratio is 68/32 and the largest age group are % live in SS postcodes, with 18% in SS9 (Eastwood) and 17% in SS2 91 % of employees noted that they worked full time, 9% part time. 19% of staff work on shifts 17% of respondents were from the Passenger Terminal Area, 28% were from the Southern Maintenance and Support Area and 54% were from the Northern Maintenance and Support Area 70% of staff drive to work alone, 7% car share, 11% use bicycles and 4 % motorcycles, 3% use the bus and 5% walk to work. 47% have a journey of less than 15 minutes and 81% travel less than 30 minutes 50% of car users say it is the quickest way 74% of car users said they had no problems with parking, but there were some concerns with security and the availability of spaces 38% would consider car sharing, but 39% would not, citing inflexibility, no one doing a similar journey and the need for the car as reasons No single issue would attract many staff to public transport, and 36% would not consider using it 46% would not consider cycling, citing distance and safety as reasons 76% would not consider walking, most saying it is too far New Operations 20 During the drafting of this document, new passenger operations were started by Ford, and decisions by airlines to start operations are awaited. If numbers grow significantly, it would be appropriate to undertake a survey of air passenger travel to and from the Airport. Property 21 There are two main areas of property at the Airport, in the Southern Maintenance Area (totaling about 20,000 m 2 ) and the Northern Maintenance Area (15,000 m 2 ). Most of the floorspace is hangar but there are also workshops, offices and storage areas. The amount of travel within the Airport between sites is not known but this may be an area to investigate in due course. 6

7 Adjacent Activity 22 There are a number of areas adjacent to the Airport which can be included in any consideration of transport needs. Adjacent to the Northern Maintenance Zone is the Aviation Way industrial estate which contains a number of businesses, some of which are aviation related. South west of the Airport is a major office for The Royal Bank of Scotland, which was completed in Adjacent to this office is a supermarket and hotel development. RBS has a travel plan and is represented at the Airport Transport Forum. To the south east of the Airport is a retail park which shares the same entrance as the Airport. Within the retail park is a McDonalds drive through restaurant. Representatives of the agents for the retail park and from McDonalds are on the Airport Transport Forum. EXISTING TRANSPORT ACTIVITY 23 A number of studies have taken place recently including surveys and information about existing transport activity. In particular, a Transport Assessment for the proposed new Parkway was undertaken by Bettridge Turner Partners in The Master Plan also referred to a number of studies which included information about existing transport activity. Bus 24 Three bus routes serve the Airport, as follows: Route Between Airport stops Frequency 7 Shoeburyness-Rayleigh Warners Bridge Mon-Fri per hour (6 per hour in peaks) Sat Sun 1 per hour 8 Shoeburyness-Hockley Warners Bridge Mon-Fri per hour (3 per hour in peaks) Sat Sun 1 per hour 9 Shoeburyness-Rayleigh Aviation Way, Easwoodbury Crescent Mon-Fri per hour Sat Sun 2 per hour The 7 & 8 bus routes pass close to Rochford and Southend Victoria and Central rail stations. Route 9 serves Rayleigh Station as well as the 2 Southend town centre stations. 7

8 Rail Services 25 Rochford rail station is about 2km from the Airport (5 minutes by taxi, 8 minutes by bus) and is served by One Great Eastern trains between Southend Victoria and London Liverpool Street at a frequency of 3 per hour rising to 6 per hour in the peaks. The first train departs to London is at 0408 and the last train from London arrives at 0144 and the journey time to Liverpool Street is 49 minutes. Presently there is capacity available on the existing services from Rochford. The Eastern Regional Planning Assessment published by the DfT in February 2006 indicated that in 2003, in the three hour am peak the load on the Southend Victoria service was 12,285 compared with capacity of 16,279. This line also serves stations between Southend and Shenfield and Stratford. Rochford is about a 5 minute taxi ride from the Airport. Signs at Rochford Station indicate that it is the station which serves the Airport. However, information about the link could be improved. Southend Central, served by c2c, serves other parts of South Essex and London Fenchurch Street, and is about 10 minutes by road from the Airport. Walking and Cycling 26 There are substantial residential areas around the Airport and the terrain is relatively flat, and 11% of staff cycle to work and a further 5% walk. Most of the roads to the south and east are lit and have pavements. However, there is a particular issue with the lack of pavements and poor lighting in Aviation Way. There are cycle routes throughout Southend and the Local Transport Plan contains a strategy for their extensive development, which is reproduced at Appendix E. However, until this strategy is fully implemented, there remain a number of routes along busy main roads which are like to deter new cyclists. 27 There is a designated footpath through the Northern Maintenance and Support Zone which runs through an airside area. This footpath does not serve the Airport and, as public access is incompatible with airside areas, proposals for its deletion are being brought forward. Taxis 28 Local licensed taxis can drop off or, if pre-booked, pick up passengers and this arrangement will continue. The Airport has a concession with a local taxi firm to provide a taxi service on demand. Existing Road Conditions 29 Most existing roads and junctions in the vicinity of the Airport currently operate within their capacity except for the Anne Boleyn roundabout at the junction of Southend Road and Sutton Road, where queues occur in the morning and evening peaks. 8

9 Car Parking 30 There are currently around 300 spaces at the passenger terminal. No charges are made. Parking for staff and visitors at the various premises in the maintenance areas are accommodated within those areas. FUTURE TRANSPORT DEMAND 31 The Master Plan includes forecasts for the short and medium term, as well as for 2015 and 2030, but the figure for any one year will depend on the decisions and activities of the airlines. At present, it is expected that some limited services will start in 2006, but that a major increase will take place in 2007, when the passenger throughput could be around 500,000 passengers. To give an approximate idea of the daily flows related to 500,000 passengers, this would be an average of 700 arriving and 700 departing passengers a day, most of whom would come by car. Assuming an occupancy of 1 passenger per car and that half park for the duration of their trip and half are in cars that are not parked for the trip duration, the total daily passenger trips would be about Of the 1000 staff, 75% may be on site on a typical weekday, giving 1500 trips (one each to work and one from work). Adding say 500 other trips (deliveries, visitors etc) gives a total of around 4000 vehicle movements per day. Within the day the peaks would be associated with staff reporting times (depending on shifts and office hours) and the flight schedule. 32 Growth is then expected to take place rapidly for a few years towards 1 million passengers a year, with growth in staff and other business activity. 33 The Transport Assessment for the Parkway noted earlier includes some forecasts and capacity analyses for the year EXISTING TERMINAL AREA DEVELOPMENT 34 To meet the short term demand for new passenger flights, the existing terminal is to be extended on an interim basis. Details of this are currently being planned, but it is likely to include an extension to the landside frontage of the terminal building, additional car parking and a rearrangement of the terminal forecourt and access roads. 9

10 NEW TERMINAL AND TRANSPORT INTERCHANGE 35 To meet the expected passenger demand in the medium term, a new terminal and transport interchange is planned on the east side of the Airport. Planning approvals for this have been obtained, and the project is now being progressed in terms of detail design, finalising the arrangements for the station with Network Rail and other detail issues. The current plan is to start work on site later in 2006, with a view to opening the new terminal and station in The transport interchange will represent a major step change in the accessibility of the Airport, in particular for public transport, as the excellent One Railway services between Southend Victoria and London Liverpool Street will be accessible immediately from the Airport passenger terminal. The transport interchange is being planned to include bus stops, and pedestrian and cycling facilities, as well as car parking for air passengers, airport staff and commuters. OTHER DEVELOPMENTS 37 A 100 bedroom hotel is planned close to the Airport main entrance at the Hart House roundabout. The hotel will include a restaurant and conference facilities and will include about 100 parking spaces. 38 In the short and medium term, redevelopments and intensification of use are expected in the Southern Maintenance Zone, but major new buildings are more likely in the Northern Maintenance and Support Zone. In addition, the Northern Maintenance and Support Zone will be the location for a new control tower and flying clubs displaced from the new passenger terminal site. THE STRATEGIES 39 This section proposes a number of strategies designed to manage the growth of demand for transport associated with the growth of Airport activity. Many of the strategies are inter-related, but for convenience are considered under the following headings: Travel Planning Travel Information Public Transport Cycling and walking 10

11 Taxis Car parking Roads In some cases, the strategy applies to staff, in others to air passengers and, for yet others, to both. Travel Planning 40 There are numerous background documents which set out the principles and practice of travel planning. This Strategy relies on and is assisted greatly by the work of Essex County Council and Southend-on-Sea Borough Council. 41 Company Travel Plans are normally drawn up for individual employers. For Southend Airport, the largest employer currently has around 200 staff, the Airport company has around 50 employees, and the remainder of the 900 staff are in companies of various sizes. The following are considered possible areas to explore: Use of local car sharing schemes, such as liftshare.co.uk or thamesgatewaycarshare.com Provision of information about public transport services (for example the production of Travel Pack for staff) Provision of secure cycle storage and shower/changing facilities Employment strategies, including recruitment policy and travel remuneration policy. 42 The Transport Forum has recommended that travel planning for that Airport s organisations should be considered on an area basis, rather than for individual employers. The proposed target therefore seeks to have such an area travel plan in place, sponsored by the major employers, with as many as possible of the Airport s organisations signed up to it. It may also be appropriate to appoint a Travel Plan Co-ordinator. Target: By the end of 2007, have an Airport Area Travel Plan in place sponsored by the Airport s major employers Travel Information 43 Whereas travel planning is the name usually given to employee journeys, it is important to also consider how air passengers and other visitors to the Airport choose to make their journeys. Currently the Airport website ( describes public transport and road options, and information is provided at the passenger terminal for arriving passengers. It is important that this information is kept up to date and shows all the public transport 11

12 options. Links should be provided to bus and train operators and the Traveline websites. Better information should also be displayed in the existing terminal. The plans for the new terminal will include desks for onward travel, which will include all modes including public transport, car hire and taxis. Public Transport 44 Until the new terminal and transport interchange is completed, there will be an interim period, during which there will be a requirement for public transport to serve growing numbers of passengers and staff. It is important to ensure that public transport is as good as possible so that patterns of car use for new staff and passengers do not become established. Staff travel will be covered mainly by the Travel Planning strategy, but the main improvement required for air passengers will be the establishment of better connections between the existing terminal and Rochford Station. Currently, this connection is provided by a taxi service, but the proposed strategy is for a shuttle service. There are a number of options for this, including seeking proposals from taxi operators, and it is recommended that a study undertaken with a view to putting in place an improved operation by the start of the major airline operations in 2007, providing the demand is likely to justify a service. Such an operation will permit the early testing of marketing and promotion activity and help to design the rail service when the new station is completed. Target: By early 2007, or in time for the start of airline operations, put in place a shuttle service, if justified by demand, between the existing terminal and Rochford Station 45 The new transport interchange, including the rail station, will provide a step change in public transport accessibility to the Airport. Final details of the rail station are being discussed with Network Rail and One Railway, but the main features will be as follows: 12 car platforms with weather protection and waiting facilities Ticket and information office, plus ticket machines Covered overbridge served by lifts and stairs Covered walkway to and from passenger terminal Access from Southend Road All trains to call at the new station. 46 Along with the physical and operational issues, it will be necessary to finalise the marketing and customer service issues related to the rail services. Particular issues which need to be addressed include: Sales channels for information and ticket sales (airport, airline and rail websites, travel agents, telephone, National Rail stations) Marketing and promotion, including market research, introductory offers, advertising etc. Rail staff training in air transport information and languages and airport staff training in rail transport opportunities. 12

13 47 As noted earlier, currently there are a range of bus services at the Airport. All of these serve central Southend as well as areas to the north, west and east of the Airport. There may possibly be a gap in direct services from the south west, from places such as Canvey, Benfleet and Leigh-on-Sea. In terms of frequency and hours, the existing services are satisfactory on Mondays to Saturdays but limited on Sundays. 48 In the medium term, it is considered that a study should be undertaken to see if growing numbers of employees could be better served by changes of route, increases in frequency, early and later first and last buses, and other improvements. Buses are operated on a commercial basis and it is understood that only improvements which pay their way can be implemented. However, there may be a case for start up support while the service becomes established. 49 The completion of the new passenger terminal and transport interchange enables a step change in transport services to be provided, not just in terms of immediate rail access. It will be important to review the services provided by the buses in the light of the improved interchange possibilities provided by the rail station. It is also particularly important to ensure that the location of the bus stops, and pedestrian access between them and the station/terminal is good without extending bus journey times. There are a number of options for bus stop locations and a target should be to study these options jointly with the bus operators and highway authorities along with any service changes and complete a plan for any changes required. Target: By the end of 2006, study bus service and bus stop options related to the new passenger terminal and transport interchange and publish recommendations Cycling and Walking 50 As noted earlier and as shown at Appendix E, there is an existing and planned network of cycle routes in Southend and the roads to the south of the Airport are generally very suitable for both cycling and walking. The staff survey showed that many staff live within either cycling or walking distance and 11% cycle (not necessarily every day), a further 4 % use powered two wheelers and 5% walk to work. The particular issue related to Aviation Way should be addressed by an investigation of the options for improvements. In the medium term, a target on the proportion of staff cycling and walking to work, perhaps as part of a target relating to single occupancy car use, should be considered. All new roads should, of course, be designed appropriately for cyclists and walkers. Target: By the end of 2006, undertake a study of the potential for cycling and walking improvements in the vicinity of Aviation Way 13

14 Taxis 51 Local licensed taxis can drop off or, if pre-booked, pick up passengers and this arrangement will continue. The Airport has a concession with a local taxi firm to provide a taxi service on demand. Together with the proposed shuttle service, this arrangement is likely to be appropriate for the short to medium term, but the situation should be reviewed periodically to ensure that passengers are being well served. The new passenger terminal, when planned, will include appropriate arrangements for taxis to rank. Car Hire 52 A limited amount of car rental activity takes place at present. However, there is likely to be a demand when passenger numbers grow, and arrangements will have to be made in both the existing and new passenger terminals for desks and other facilities. It may be possible to establish a Car Club location if this concept becomes established in Southend. Car Parking 53 Staff currently park close to their place of work either in the general public car parks or within tenanted or leased areas. Staff car parking can be an important tool in seeking mode shift away from single occupancy private car use, for example by reserving the best spaces for car sharers. Parking requirements associated with planning permissions now specify maximum rather than minimum numbers of spaces. On the other hand, the lack of sufficient car parking, or parking charges, can cause off site car parking which annoys and disturbs neighbours. A careful balance will there need to be struck. The strategy should aim to manage the demand to ensure that it is minimised while ensuring that all residual demand is accommodated on site. A similar situation could arise with passenger car parking, if either insufficient spaces are provided or charges set too high. Off site street parking or long term car parks set up without planning permission are a danger. 54 In the short term, prior to the completion of the new passenger terminal, the strategy is to expand the car parking around the existing terminal. There are a number of areas which have been used for car parking in the past, and these can be reinstated. The total potential of this area is about 200 spaces (plus the existing 300 psaces). In addition, it is proposed that some spaces in the new terminal car park should be constructed and brought into use before the completion of the terminal itself. This area will require a shuttle bus connection to the new terminal but is likely to be appropriate for long term passenger car parking. 55 Once the new terminal and transport interchange are completed, the arrangements for car parking will need to be changed, with short term car parking moved to the 14

15 new terminal car park and the area around the existing terminal being allocated to long term parking. Staff car parking will also need to be allocated, and the opportunity exists to designate premium spaces for car sharing. 56 The car parking strategy includes the provision of a Parkway to the east of the new station as part of the Transport Interchange. The Parkway would serve the local community by enabling commuters to park and use the Airport rail station when it is more convenient, instead of using Rochford Station, where the car park is regularly full. However, planning permission for the Parkway has not yet been obtained, and this element of the strategy therefore remains uncertain. Roads 57 In the short and medium term, the existing external roads will be adequate to serve the growing Airport. Minor changes to the internal road system around the existing entrances at the Hart House roundabout will be required as the Airport grows both in the existing and new passenger terminals. 58 A new road is planned from the eastern end of Aviation Way to serve the new control tower and relocated flying clubs in the Northern Maintenance and Support Zone. 59 In the medium term, the Hart House roundabout will reach capacity on some of its entrances which will then require widening. 60 In the longer term, the East of England Plan and the Local Transport Plans for Essex and Southend-on-Sea envisage various strategic road improvements. These are beyond the scope of this strategy, but should be monitored to ensure that they meet the objectives of improved access to the Airport. MONITORING AND REVIEW 61 An important element of an Airport Surface Access Strategy is the arrangements for monitoring and review, of the targets and of the overall strategy. It is proposed that the Airport Transport Forum should meet approximately twice a year, and one of these meetings will include an annual review of the targets and the strategy. Particular issues that should be reviewed include data on travel and progress with travel planning. It is proposed that a major review of the strategy should take place after about five years, or when a significant change in the Airport s activity has taken place, such as the introduction of scheduled services. 15

16 APPENDIX A 16

17 APPENDIX B THE SOUTHEND AIRPORT TRANSPORT FORUM MEMBERS Southend Airport Essex County Council Southend-on-Sea Borough Council Rochford District Council Thames Gateway South Essex Seawing Flying Club Southend Flying Club IPECO McDonald s RBS Jones Lang Lasalle (Retail Park) Arriva Southern Counties First Essex Buses Sustrans One Railway ATC Lasham EEDA Renaissance Southend Stephensons of Essex Air Livery Flightline Inflite DfT 17

18 APPENDIX C Residence of On-Site Workforce Area Percentage of Workforce Basildon 5% Castle Point & Canvey Island 4% Chelmsford & Maldon 3% Rochford 14% Southend 62% Rest of Essex 6% East London Boros 1% Rest of Kent 1% Rest of UK 3% Source: York Aviation 18

19 APPENDIX D! " # $ " $ % & ' ( ) *+ +,-. ' ' & ' / ' 0 % " &. "! 0 % ' ' 0-1, 0 % '. & ' - ( $ ' ' / # * 0. 0 % % # ' %%. & & ' #. ' / %- 3 %! $ / % & 0 '. # & 0 0 " & - 8 ' '! 1 0 % 9 0 %,:93*-! % & / % 35% 30% 25% 20% 15% 10% 5% 0% Under Over 55! 0 % "! 19

20 0 ' * 0 &! '! *- 217 %$ ' # & :7 2 ; & ' < ' 67 *- $ 0 4 " %$ % ' & & $ % %! ' -! * 0 % " 0 ' " 0 % " % " ' " & ( ' %% 0 # & ( ;0 %" %% ' $ <- / % & ( ' ' ' $ " - 0 % " % " 0 & ' ' # = % - 67 ' & 0! 0 % ;& % ' % & <# *:7 & 0 = ' 20

21 ;& % ' ' < ' 517 & 0 = ' ; %%" $ ' / " $ > " <- / / %" ' ' $ " ' & 0 %"! % / - = ' 5 0 % 0 ' 0 % " 4 " & ( &! 3 / % & - 4% 3% 5% 11% 2% 5% 70% Car, drive alone Car, drive w ith passenger Car as passenger Bicycle Motorcycle/moped Bus Walk! 3 0 % " = ', $ 0 4 "! & ( / " # & 67 %! # '!! % " -! 0 " " % & ( # % 0 %%! & 0 " % & & %( - " & / % - 0 ' / %! " %! ' & %(! 0 / " ) " 0 6 ' / 4 " 0 &! 1- %!! ( % 5 0 ' :7 ( % %" & ( %! - 21

22 50% 45% 40% 35% 30% 25% 20% 15% 10% 5% 0% >90! 1 0 % " ) " 0! : & ( ' " & " " ' - % &! 5-60% 50% 40% 30% 20% 10% 0% Quickest Cheapest Car needed No public transport Drop children Car share Drop partner Other! 5 =! 22

23 2 & 0 % %. ' 0 ' ' 0 - & $ # &. ( & ' / " %!! # & $!! $ - (! + & ( ' & " ( ' # ' :7 ' ' $ (? & ( % # & 0 ' (! / % ( 0 %# ' - ( ' & " / % 0 & (! # 617 ' # 27 ' / " ;' 0! % " %! <#,7!! ' %' / 0 '! ' ',7 ' &! - '! ( ' " & %' '!! ' # % &!,- 45% 40% 35% 30% 25% 20% 15% 10% 5% 0% Similar w ork pattern Free taxi Already car share Other Reserved space Would not consider!, '! * %!! %! ' " & %' " %' ' 0 / ' " & 0 % & ( - & $ # 0 % %! 0 " & %' '! ' # # *57 ' & %' / %? / % " ' ' ' ' # **7 ' & / & 23

24 " & & ( ' 0 % ' 67 ' " ' ' 4 " - ' / % 3 ( ' " & %' '! / % # %! 6-40% 35% 30% 25% 20% 15% 10% 5% 0% Direct bus More reliable More frequent Discounts Earlier/later Better information Other Already use Would not consider! 6 ' / % 1! % & %' 0 " / % # %! ' 0 # & % / %" #. " ' ' %% $! / 0 0 / $ - %!! %! & %' ' / % # & & $ " - 37 ' " ' ' & ( # + 7 ' & / % 4 " # + 7 ' & %' ( %! ' :7 ' & % / % - & 0 "! $ / " & ' # % '! ' ' %' # & (! # /!? $ $ # " " % ' - ' " %! 5 ( ' & %' ' " %! # % &! :- 24

25 50% 45% 40% 35% 30% 25% 20% 15% 10% 5% 0% Show ers and changing More cycle routes Cycle racks Other Discounts Training Already cycle Would not consider! : ' " %!,! 0 / & $ & & %' ' " % # ' $ 157 & %' ' - 0! ;3:7 < ' '! ;57 <- ' > %(! 6 ( ' " & %' ' & %(! # 6,7 "! " & %' ' - & %% ' / $ 0 ' '! -. & & %' ' & %(! ' - : %. & ' ( ' ' "! & & %' 0 ( 4 " 0 & ( - %! 0 /!! & 0 ' # & ' 0 & /! 0 / / % # / (! # # $ ' 0 $ 0 # 0 / # 0 " % ' 0 $ ' $ 0-25

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

27 APPENDIX E 27

28 APPENDIX F TARGETS Target: By the end of 2007, have an Airport Area Travel Plan in place sponsored by the Airport s major employers Target: By early 2007, or in time for the start of airline operations, put in place a shuttle service, if justified by demand, between the existing terminal and Rochford Station Target: By the end of 2006, study bus service and bus stop options related to the new passenger terminal and transport interchange and publish recommendations Target: By the end of 2006, undertake a study of the potential for cycling and walking improvements in the vicinity of Aviation Way 28