Network Rail Consultation on Draft West Coast Main Line Route Utilisation Strategy Consultation Response by Birmingham International Airport Limited

Transcription

1 Network Rail Consultation on Draft West Coast Main Line Route Utilisation Strategy Consultation Response by Birmingham International Airport Limited Introduction This is the consultation response by Birmingham International Airport Limited (Airport Company) to Network Rail s Draft West Coast Main Line Route Utilisation Strategy. As a general comment, although the registered name of the Airport Company has not changed (for the present), please be advised that the Airport should be referred to as Birmingham Airport (and not Birmingham International Airport, and it should not be abbreviated to BA). The Airport Company acknowledges the discussions undertaken by Network Rail with the Airport Company in preparation of the Draft West Midlands & Chilterns Route Utilisation Strategy, together with the opportunities for the Airport Company for engagement on regional rail issues through the West Midlands Regional Rail Forum. However, it is disappointing that there has not been a similar level of discussions, by Network Rail, with the Airport Company in preparation of the West Coast Main Line Route Utilisation Strategy. The Airport Company believes that there should be regular, structured and meaningful dialogue between Network Rail and the Train Operating Companies in terms of rail access for Birmingham Airport. In addition, there should be a structure for such dialogue for the business sector, and other stakeholders, in terms of wider rail issues. Although such meetings appear to take place between Network Rail and internal railway stakeholders, the existing process does not appear to give the business sector a voice. The Airport Company asks that such stakeholder engagement be considered, particularly in light of the Government s localism agenda and the creation of Local Enterprise Partnerships. Birmingham Airport is a strategic national asset, in terms of the UK s economic and transport infrastructure, and is uniquely placed, as an airport, for access by rail, benefitting from its location adjacent to the West Coast Main Line and the Birmingham London route, via Birmingham International Station, the Multi Modal Interchange and the Air-Rail Link people mover system (into the Passenger Terminal). Access by rail is critical to Birmingham Airport s continuing and sustainable development, with Planning Approval for a Runway Extension (which is due to be open in 2014) and the Airport, currently, serving only 40% of its regional catchment area s demand for air travel. The Government is considering demand for air travel and airport capacity, towards a new National Policy Statement (or Policy Framework ) on aviation, where significant investment at Birmingham Airport in recent years means up to nine million additional passengers per annum could be accommodated within existing capacity. In addition, Birmingham Airport, through its location and accessibility by rail, has been identified as a potential solution to capacity constraints and congestion at the south east airports.

2 It is important to recognise the potential for changes in aviation and airports with (and also without) a new National Policy Statement (or Policy Framework ), and the potential consequences for the rail network. At Birmingham Airport, additional capacity and capability has been provided, or is planned for, in a sustainable way, meeting the need for environmental mitigation, where the rail industry also needs to plan for such potential growth and development, so that rail access can be delivered to meet expectations. Birmingham International Station is the primary railway station for Birmingham Airport, although, as connectivity improves and needs grow, it is envisaged that both Solihull Station and Coleshill Parkway Station, with appropriate surface access links (including links by Public Transport), will gain increasing importance for accessing the Airport s catchment area. A vision, for the future, is a truly integrated transport system, with airports, linked to appropriate rail services, becoming international gateways for wider catchment areas than at present and forming an essential element in economic regeneration, in line with Government aspirations to rebalance the economy, but also with appropriate programmes of environmental mitigation. Although High Speed Rail will play a significant part in the further development of such international gateways, there should be significant opportunities for development until High Speed Rail 2 is available. This means that High Speed Rail should not be viewed as a panacea, and to simply maintain a status quo, in the meantime, for rail improvements would be wholly inappropriate. The Airport Company is concerned that, by splitting the London - Birmingham route over two Route Utilisation Strategies (i.e. the West Coast Main Line Route Utilisation Strategy and the West Midlands & Chilterns Route Utilisation Strategy), the London Birmingham route and Birmingham International Station will be at a disadvantage, which could lead to a lack of management focus, particularly when decisions are made on infrastructure investment or service patterns and frequencies. The London - Birmingham route and Birmingham International Station have not improved in line with the rest of the West Coast Main Line, with services between the cities being only around six minutes faster than they were in 1974 (i.e. 84/85 minutes, compared with 89/91 minutes). The Pendolino service between Birmingham and London has actually got slower since the West Coast Main Line upgrade (i.e. 81/82 minutes in 2004, compared with 84/85 minutes in 2011). Given the profile and publicity given to the improvements with the West Coast Main Line upgrade, the Airport Company would now expect to see similar improvements in the London - Birmingham services, as elsewhere on the West Coast Main Line. The Airport Company wants to work with the rail industry, train operating companies and airlines to promote rail access to airports, through better rail services, smart integrated ticketing initiatives, information on rail access to airports, improvements to rolling stock and improvements to stations (where the Airport Company is keen to explore how it could become involved in the management of Birmingham International Station). In addition, such

3 improvements need to be capable of responding in a flexible way to passenger needs and expectations. Developing and implementing such innovation is considered critical to future. The Airport Company considers the future arrangements for rail franchising to be critical to future surface access for Birmingham Airport and, in particular, the forthcoming West Coast Franchise process and future arrangements for the management of stations, including Birmingham International Station. The Airport Company believes that rail franchises need to meet the needs for rail access, passengers and customer service, whilst being financially robust, flexible to adapt to changing travel patterns and technology and focused on delivering value for money. The Airport Company also notes the work being undertaken by Sir Roy McNulty in the Rail Value for Money Study and, how, when this is complete, it will inform future decision making on rail franchising and rail industry costs. The Airport Company s consultation response considers issues around : - Links to the West Midlands & Chilterns Rail Utilisation Strategy. - The role of Birmingham International Station and Birmingham New Street Station/Birmingham Gateway in terms of rail access for Birmingham Airport. - The importance of early morning, evening, late night and weekend rail services and a seven day railway in terms of rail access for Birmingham Airport. - Rail Maintenance. - Rail journey times between Birmingham International Station and Milton Keynes and London. - High Speed Rail. Section 1 Background No comment. Section 2 Scope and Planning Context In terms of access by rail Birmingham Airport is uniquely placed, benefitting from its location adjacent to the West Coast Main Line and the Birmingham London route, via Birmingham International Station (and the Multi Modal Interchange and the Air-Rail Link people mover system into the Passenger Terminal). For Birmingham Airport, and the role of Birmingham International Station, it is important that the West Coast Main Line Route Utilisation Strategy is not prepared in isolation to the West Midlands & Chilterns Coast Route Utilisation Strategy. The Airport Company would like to see the importance of the West Coast Main Line London - Birmingham International Station route recognised (and

4 onward to Birmingham New Street, Wolverhampton and Stafford), with a coherent and focused strategy for its improvement in terms of rail services. The Airport Company seeks assurances that with such an approach and splitting the route over two Route Utilisation Strategies, the London - Birmingham International Station route will not be at a disadvantage compared with other cities and towns linked to London by the West Coast Main Line (i.e. to the North West and to Scotland). The Airport Company believes the West Coast Main Line Route Utilisation Strategy should include the section of the route via Rugby, Coventry, Birmingham International, Birmingham New Street, Wolverhampton and Stafford (and not simply focus on the section between London and Rugby, the North West and Scotland). The Airport Company also seeks assurances that any contingencies requiring a reduction of services south of Rugby does not favour the West Coast Main Line to the North West and Scotland, at the expense of the West Coast Main Line to Birmingham International Station (and also Birmingham New Street Station and other stations in the West Midlands), with a first option being a thinning of services on the London to Birmingham International Station route. The Airport Company is concerned that Section 2.3 on Geographic Scope and Section 2.4 on Scope of Services, together with supporting maps and plans, focuses on the section of the West Coast Main Line from London Euston to Scotland, via Rugby, Nuneaton, Tamworth, Lichfield, Stafford (and then onto Crewe, Warrington, Wigan, Preston, Lancaster and Carlisle to Scotland), and does not include the section of the West Coast Mainline via Rugby, Coventry, Birmingham International, Birmingham New Street, Wolverhampton and Stafford. The Airport Company also notes that the Section on Linkage to Other Studies in the West Midlands & Chilterns Route Utilisation Strategy refers to the White Paper The Future of Air Transport 2003 and Airport Master Plans (including the Airport Master Plan for Birmingham Airport 2007), whereas Section 2.7 Linkage to Other Studies and Workstreams in the West Coast Main Line Route Utilisation Strategy does not, which seems to be an omission, given the importance of rail access to airports in general and Birmingham Airport in particular. This appears to be a fundamental omission for the West Coast Main Line Route Utilisation Strategy, on which the Airport Company seeks urgent clarification from Network Rail. The Airport Company has also responded to Network Rail on the consultation on the Draft West Midlands & Chilterns Route Utilisation Strategy, but requests that its comments are taken to apply equally to both the West Midlands & Chilterns Route Utilisation Strategy and the West Coast Main Line Route Utilisation Strategy, where appropriate. Section 3 Current Demand Capacity and Delivery The Airport Company would expect to see the importance of the section of the West Coast Main Line via Rugby, Coventry, Birmingham International, Birmingham New Street, Wolverhampton and Stafford (including the London

5 to Birmingham International Station route) recognised in Section 3, where Section 3 considers current demand, capacity and delivery on the West Coast Main Line. This section of the West Coast Main Line is important to both the UK as a whole and to the West Midlands in particular. Although High Speed Rail will be important, in the future, it is important, in the meantime, to ensure that there is excellent rail access between the West Midlands via the West Coast Main Line (and Birmingham New Street and Birmingham International stations), with significant opportunities for development until High Speed Rail 2 is available. The Airport Company is concerned that by splitting the route over two Route Utilisation Strategies, the London to Birmingham International Station route will be at a disadvantage compared with other cities and towns linked to London by the West Coast Main Line (i.e. to the North West and to Scotland). The section of the West Coast Main Line via Rugby, Coventry, Birmingham International, Birmingham New Street, Wolverhampton and Stafford should be included in Section 3.1 Introduction, in Table 3.1 West Coast Main Line RUS Route Sections and in Figure 3.1 West Coast Main Line RUS Route Sections. For Section 3.4 Stations and Car Parks, links to air transport by rail are important. The interchange at Birmingham International Station (including the Multi Modal Interchange with access to all modes, i.e. rail, the motorway and road network, bus and coach, by bike, for pedestrians and air transport) is unique in the West Midlands. Birmingham International Station and the Multi Modal Interchange is a model for such interchange by all modes, but it needs to be maintained and developed as appropriate, in the future, to meet the expectations for growth and development at Birmingham Airport. The Airport Company acknowledges the need for car parking to be provided at stations, including Birmingham International Station. However, for Birmingham International Station, the Airport Company expects such car parking to be provided in terms of the role of the station as a parkway station (for rail access to London, Manchester or Scotland), with Birmingham International Station not being developed as a park & ride station, for commuting into Birmingham, and thus putting further pressure on the local road and motorway networks and conflicting with surface access for the Airport and the NEC. The pricing of such car parking is also critical, where it does not conflict with car parking for the Airport, e.g. Short Term Car Parking for Passenger Drop & Go and Pick Up and Medium Term and Long Term Car Parking for Air Passengers. The Airport Company also looks forward to a higher standard of design for any future car parking at Birmingham International Station, in keeping with the international gateway image for the area and passengers and visitors visiting the West Midlands via the Airport or the NEC. For those sections of the West Coast Main Line via Rugby, Coventry, Birmingham International, Birmingham New Street, Wolverhampton and Stafford where there are capacity constraints, these sections should also be identified in Section 3.5 Route Capacity and in Figure 3.5 Route Capacity.

6 In terms of Section 3.6 Performance, it is important, if rail is to meet expectations to improve surface access for Birmingham Airport and give confidence to air passengers, for rail services to Birmingham International Station (and via Birmingham New Street Station) to be reliable and punctual. Otherwise, air passengers will not have the confidence to use rail, or switch to rail, for access to Birmingham Airport. When problems occur, it is essential to ensure that Network Rail, the relevant Train Operating Company and the Airport Company are in communication. In future, this should include an agreed customer service and operational contingency plan, should Birmingham International Station become unavailable for any significant period. The plan should also consider alternative railheads (e.g. Solihull Station) and methods of accessing such railheads. For Section 3.7 Network Availability, the Airport Company looks forward to the development of a seven day railway, with the need for wider weekend, as well as early morning, evening and late night rail services, and better planned maintenance and engineering practices to ensure confidence for air passengers in using rail to access Birmingham Airport. This includes local rail services, but also potential longer distance rail services from the south (i.e. Milton Keynes and London), to access early morning air services and flights at Birmingham Airport. Use of rail for access to the Airport can be undermined by rail maintenance at the weekends and substitution with bus services, where the Airport is not necessarily advised of such maintenance well in advance (either through the Solihull Local Area Liaison Group or alerts) and Airport passengers can be advised accordingly. Birmingham Airport is a key strategic national asset. Where engineering work is planned, the Airport Company should be consulted and attend any relevant planning meetings, so that a mutually acceptable solution may be found, which provides the best customer service outcomes. The current arrangements do not provide for such outcomes. The Airport Company would be willing to add its customer service expertise to any planning for such an eventuality. For Section 3.10 Passenger Market Profile (and the associated Figures and Tables), the section of the West Coast Main Line via Rugby, Coventry, Birmingham International, Birmingham New Street, Wolverhampton and Stafford, including traffic to/from London and to/from Milton Keynes, should be included, whether it be for London Long Distance Passenger Demand, West Midlands Passenger Demand, Shorter Distance Markets (e.g. Birmingham International to Milton Keynes or Birmingham International to Northampton) or North West Demand. The Airport Company is also disappointed that this section does not include more detail on the Passenger Market Profile for rail access for Birmingham Airport, in a similar way to the details of which are included for Birmingham Airport in the West Midlands &

7 Chilterns Route Utilisation Strategy (in Section 3.5.3, which includes details of Birmingham Airport s passenger throughput, forecasts, passenger catchment area and mode shares). Section 4 Anticipated Changes in Supply and Demand Birmingham International Station should be recognised as part of a wider International Gateway for the West Midlands (including Birmingham Airport and the NEC), and it should be afforded the attention that such a status requires. It is generally recognised that Birmingham International Station compares poorly with the standard of design, passenger environment and customer service at the adjacent Airport and NEC. The Airport Company is disappointed that this section does not include more detail on the Passenger Market for rail access for Birmingham Airport, in a similar way to the details of which are included for Birmingham Airport in the West Midlands & Chilterns Route Utilisation Strategy (in Section and Page Generic Gap G-45 : Improved Connectivity to Birmingham Airport, which include details of the Birmingham Airport s Master Plan Airport Surface Access Strategy, passenger throughput, passenger forecasts, passenger catchment area and mode share targets). For Birmingham Airport, the Airport Surface Access Strategy has Public Transport Modal Share targets of 25% for 2012 and the Airport Master Plan has Public Transport Modal Share targets of 30% by 2020 and 35% by Forecasts for rail need to reflect the forecasts for passenger growth at Birmingham Airport and the proposals for development at Birmingham Airport (as set out in the Airport Master Plan); Birmingham Airport s role as a strategic national asset ; the need for better rail access to Birmingham Airport (and the NEC); the need for improvements at Birmingham International Station; the need for early morning, evening, late night and weekend rail services for Birmingham Airport (and the NEC) via Birmingham International Station; the need for a seven day railway and the opportunities for better access by rail and interchange via Birmingham New Street Station/Birmingham Gateway. In terms of aviation and airports policy, the West Coast Main Line Route Utilisation Strategy should acknowledge and reference the White Paper The Future of Air Transport, 2003 (as does the West Midlands & Chilterns Route Utilisation Strategy in Section 5.3.4), but it also needs to reflect the changes in Government policy since the General Election in 2010, with proposals for a new National Policy Statement (or Policy Framework ) on aviation, which could bring forward revised forecasts and changes in policy with respect to aviation and airports. In the meantime, Birmingham Airport is a strategic national asset, in terms of airport capacity, as well as the principal airport for the West Midlands. With Planning Approval for a Runway Extension (which is due to be open in 2014) and the Airport, currently, serving only 40% of its regional catchment area s demand for air travel, Birmingham Airport, through

8 its location and accessibility by rail, has been identified as a potential solution to capacity constraints and congestion at the south east airports. With Birmingham Airport, currently, serving only 40% of its regional catchment area s demand for air travel and Birmingham Airport, through its location and accessibility by rail, a potential solution to capacity constraints and congestion at the south east airports, the Airport Company considers it vital to improve journey times between Birmingham International Station and London Euston Station. A headline 59 minute journey time could have a major impact upon customer choice. It is understood that this could pose some pathing and infrastructure challenges, but it is not impossible. The Airport Company is also in correspondence with the Department for Transport over this matter. The Airport Company requests that this aspiration be taken into account in both the West Coast Main Line Route Utilisation Strategy and the West Midlands & Chilterns Route Utilisation Strategy, to ensure compatibility and consistency and the achievement of such a capability. The Airport Company is very keen to work with the Department for Transport, Network Rail and the Train Operating Companies, together with other stakeholders, to realise the opportunities which exist to improve rail access to Birmingham Airport and meet the Airport s Public Transport Modal Share targets. The emphasis for rail should be in responding to passenger needs, passenger demand, passenger expectations in terms of customer service and the expectations of business, commerce and industry; in providing rail access for passengers to destinations at times and frequencies when they are required; in being flexible by adapting to changing travel patterns or circumstances; and in providing value for money, whilst also being focused on local issues, aspirations and projects. Rail should be considered as part of a wider integrated transport system, encompassing other surface modes and aviation. In terms of the Section on Seven Day Railway (and as already referenced elsewhere in this consultation response), the Airport Company looks forward to the development of a seven day railway, with the need for wider weekend, as well as early morning, evening and late night rail services, and better planned maintenance and engineering practices to ensure confidence for air passengers in using rail to access Birmingham Airport. This includes local rail services, but also potential longer distance rail services from the south (i.e. Milton Keynes and London), to access early morning air services and flights at Birmingham Airport. In terms of the Section on National Stations Improvements Programme, Network Rail s attention is drawn to discussions between Network Rail (with John Ratcliffe and Michael Butler), Virgins Trains, Centro, the NEC and the Airport Company on improvements to Birmingham International Station. As part of the West Midlands Regional Rail Prioritisation Plan, improvements to Birmingham International Station have been given a priority, i.e. two separate schemes :

9 - Birmingham International Station : Refurbishment of Passenger Environment. - Birmingham International Station : Upgrade of Station. The Birmingham International Station : Refurbishment of Passenger Environment is a short term, top ranked scheme in the West Midlands Regional Rail Prioritisation Plan, to be funded from the National Stations Improvement Programme (NSIP) and to be completed in The Birmingham International Station : Upgrade of Station is a longer term scheme in the West Midlands Regional Rail Prioritisation Plan, with no date for implementation, as yet. The Airport Company is also keen to explore how it could become involved in the management of Birmingham International Station, where it may be more appropriate to remove the station element of any rail franchise from the potential bidding train operating companies (or Network Rail) and be made available for bidding by a range of other operators, e.g. facility management organisations, public transport authorities, or even individual organisations (including airports). This could allow for a more focused approach, more relevant to the needs of the local area. Section 5 Gaps and Options It is noted that, during the Gap identification process for the West Midlands & Chilterns Route Utilisation Strategy, stakeholders raised rail access and connectivity to Birmingham Airport as a generic issue. The Airport Company is not an expert in railway timetabling and the development of rail infrastructure, and, therefore, relies on the expertise of Network Rail and the Train Operating Companies to deliver improvements in rail services and rail access, including innovative improvements. However, in terms of rail access for Birmingham Airport, the Airport Company is keen to work with Network Rail, Train Operating Companies, Centro and other stakeholders to provide significant improvements to rail access for Birmingham Airport, and at times that the Airport needs such rail access. It is important, if rail is to meet expectations to improve surface access for Birmingham Airport, and give confidence to air passengers, that rail services to Birmingham International Station and via Birmingham New Street Station/Birmingham Gateway are reliable and punctual. Otherwise, air passengers will not have the confidence to use rail or switch to rail for access to Birmingham Airport. Birmingham Airport (and the NEC) is also a major employment site, where the rail industry has a role in improving surface access for employees and in supporting the development of job opportunities, together with local and regional supply chains, with consequent effects on local and regional economies.

10 In terms of Gaps and Options, the Airport Company is looking for the West Coast Main Line Route Utilisation Strategy to provide for : - better rail access to Birmingham Airport via Birmingham International Station. - better rail access to Birmingham Airport via Birmingham New Street Station/Birmingham Gateway, with better facilities for interchange (where air passengers will have luggage and be seeking real time information about rail connections and arriving/departing air services and flights). - a wider range of rail services serving Birmingham Airport s passenger catchment area. - early morning, evening, late night and weekend rail services at Birmingham International Station, to reflect the pattern of air services and flights at Birmingham Airport. - a seven day railway in terms of rail access for Birmingham International Station. - the capability to reduce rail journey times between Birmingham International Station and London. Rail is an essential and key transport mode. Rail should be responding to passenger needs (for business, journeys to work, leisure or other purposes), passenger demand and passenger expectations in terms of customer service, the expectations of business, commerce and industry and providing rail access for passengers to destinations at times and frequencies when they are required. However, rail should also be flexible and able to adapt to changing travel patterns or circumstances (e.g. rail access to airports is required throughout the day and during evenings and night times and also at weekends, to reflect the pattern of air services and flights, the need to be at check-in in line with security and operational requirements and to ensure that staff can also use rail for the journeys to work), whilst providing value for money, and not be based on historical rail factors or operational rail expediency. The Airport Company supports proposals where airports can work with the rail industry, train operating companies and airlines to promote rail access to airports, through smart integrated ticketing initiatives (e.g. a ticket from New York to London, with one change via Birmingham or via Heathrow), information on rail access to airports, improvements to rolling stock and improvements to stations. In addition, such improvements need to be capable of responding in a flexible way to passenger needs and expectations. Customer choice should be determined by price, journey time and service levels, and not, necessarily, by the destination of the aviation element of the overall journey. Such an arrangement already exists in Germany, between Lufthansa and Deutsche Bahn. Developing and implementing such innovation is considered critical to the future. Real Time Information on rail services is also essential, both at rail stations and elsewhere. Real Time Information on rail services is now available at Birmingham Airport and the Multi Modal Interchange, for passengers

11 accessing the Airport or for onward travel by rail, and there are plans to provide it elsewhere at the Airport. Such information (including Next Train to Airport & NEC at Birmingham New Street Station/Birmingham Gateway and information on departing and arriving air services and flights) is considered essential, together with other facilities at stations and on trains to assist air passengers with their journey to the Airport (e.g. facilities for luggage). The Airport Company is also keen to explore how it could become involved in the management of an important station such as Birmingham International Station, where it may be more appropriate to remove the station element of any rail franchise from the potential bidding train operating companies (or Network Rail) and be made available for bidding by a range of other operators, e.g. facility management organisations, public transport authorities, or even individual organisations (including airports). The Airport Company is keen to see Train Operating Companies develop smart integrated ticketing, which will include arrangements to establish joint ticketing initiatives between Train Operating Companies and airline operators to promote rail for airport surface access. In addition, fare structures and ticketing arrangements, as a whole, should be less complicated, whilst modern and new technology also needs to be embraced as part of future ticketing initiatives. There should be incentives to encourage through ticketing by train operating companies with airline, bus and coach operators and other transport modes. The Airport Company would like to see a common branding of rail services to/from Birmingham Airport (Birmingham International Station) and Birmingham City Centre (New Street Station)/London (Euston Station), whether in the passenger facilities and furniture, the wayfinding and the trail to the train or the on-board and on-station information screens or verbal messages. Although a frequent service exists between Birmingham International Station and Birmingham New Street Station, the service is not necessarily well understood by new passengers, with services provided by, at least, four different operators. It is recognised that rail industry costs need to be reduced, but it is essential that such measures do not undermine customer service and passenger needs, or the needs of business, commerce and industry. Train operating companies should be incentivised to improve customer service performance and minimise revenue support requirements, whilst seeking to reduce franchising costs and maximise revenue generation through growth. In the meantime, the Airport Company also notes the work being undertaken by Sir Roy McNulty in the Rail Value for Money Study, which will inform future decision making on rail franchising and the rail industry s costs. The Airport Company acknowledges the work to produce the West Midlands & Chilterns Route Utilisation Strategy (and the work undertaken to identify Gaps and prepare Options), but it is very disappointing that more has not been identified in the West Coast Main Line Route Utilisation Strategy to improve rail access to serve Birmingham Airport s passenger catchment area,

12 particularly in terms of early morning, evening, late night and weekend rail services. This issue has consistently been raised by the Airport Company with Network Rail (and other parties engaged in rail issues), and has also been included in the Airport Company s response to the West Midlands & Chilterns Route Utilisation Strategy. It is very frustrating that Birmingham, the UK s second city, does not have appropriate rail services to Birmingham Airport, its international gateway, for significant portions of the day, i.e. early mornings, evening and late nights and also at weekends. This is in a contrast to the situation for Manchester and Manchester Airport, where services match air services and flights, and check-in times, throughout the 24-hour period. It is also noted that additional services to Manchester Airport (including from the East Midlands) feature in other emerging Route Utilisation Strategies, suggesting that a less than consistent approach is being adopted to air - rail integration. Network Rail, and rail accessibility, has a major influence on the economic well-being of the West Midlands and the wider Midlands Region. Through contact with business support organisations, and other businesses and companies, the Airport Company is aware that it is not alone in these concerns. The Airport Company requests that these issues are addressed as a matter of priority. Section 6 Emerging Strategy and Longer Term Vision The Airport Company looks to this section to draw upon the comments of the Airport Company in terms of this consultation on the West Coast Main Line Route Utilisation Strategy and, in particular : - better rail access to Birmingham Airport via Birmingham International Station. - better rail access to Birmingham Airport via Birmingham New Street Station/Birmingham Gateway, with better facilities for interchange (where air passengers will have luggage and be seeking real time information about rail connections and arriving/departing air services and flights). - a wider range of rail services serving Birmingham Airport s passenger catchment area. - early morning, evening, late night and weekend rail services at Birmingham International Station, to reflect the pattern of air services at Birmingham Airport. - a seven day railway in terms of rail access for Birmingham International Station. - the capability to reduce rail journey times between Birmingham International Station and London. - Improvements to Birmingham International Station. - High Speed Rail. The Airport Company acknowledges the work to produce the West Midlands & Chilterns Route Utilisation Strategy (and the work undertaken to identify

13 Gaps and prepare Options), but it is very disappointing that more has not been set out in the Emerging Strategy and Longer Term Vision for the West Coast Main Line Route Utilisation Strategy to specifically improve rail access to Birmingham Airport, to serve Birmingham Airport s passenger catchment area in terms of early morning, evening, late night and weekend rail services. The Airport Company looks forward to the Emerging Strategy and Longer Term Vision for the West Coast Main Line Route Utilisation Strategy being amended to include such improvements to rail access to Birmingham Airport. The Airport Company also looks forward to the Emerging Strategy and Longer Term Vision for the West Coast Main Line Route Utilisation Strategy being amended to include the proposed improvements and upgrade of Birmingham International Station, where the Improvements to the Passenger Environment at Birmingham International Station are programmed for In terms of High Speed Rail, the Airport Company supports the Government s proposals for High Speed Rail 2 (HS2) and the proposals for a Birmingham Interchange Station to serve Birmingham Airport and the NEC. However, the Airport Company acknowledges that the Section on High Speed Rail in the Emerging Strategy and Longer Term Vision will need to be reviewed in the context of the Government consultation document High Speed Rail : Investing in Britain s Future, February Section 7 Stakeholder Consultation The Airport Company acknowledges the discussions undertaken, thus far, by Network Rail with the Airport Company, as part of a Wider Stakeholder Group, in preparation of the Draft West Midlands & Chilterns Route Utilisation Strategy, and looks to Network Rail to provide the opportunity for such discussions with Network Rail in developing the West Coast Main Line Route Utilisation Strategy. In the meantime, the Airport thanks Network Rail for consulting the Airport Company on the Draft West Coast Main Line Route Utilisation Strategy. The Airport Company looks forward to working with Network Rail, the Train Operating Companies, the Department for Transport, Centro and other stakeholders in the delivery of proposals for the West Coast Main Line Route Utilisation Strategy, to improve and deliver better rail access for Birmingham Airport. Birmingham International Airport Limited 10 March 2011