Kent International Airport's Master Plan - Manston Airport

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Kent International Airport – Manston Master Plan as demand increases. Ground services operations will be developed within the former fuel compound once a suitable alternative location for the fuel facilities is created. Achieving Ground Access Growth If our airport is to deliver growth in the manner aspired to by the Master Plan there will need to be a corresponding growth in opportunities and capacity to access the airport. Such growth in access provision will need to be delivered in a way that encourages passengers, staff and visitors alike to adopt sustainable travel habits in travelling to and from the airport, whilst also recognising that the car will need to play a continuing role. Beyond 2018 we will continue to assess the ground access requirements and consider proposals and options to enhance travel opportunities for both passengers and staff getting to and from our airport. Surface Access Strategy A Surface Access Strategy should detail the short and long term targets for increasing the proportion of sustainable journeys associated with the airport, the strategy for achieving these targets (including Travel Plans) and a system for implementing the strategy. In developing our Surface Access Strategy it will be necessary to understand the existing opportunities and constraints of accessing an airport and how these may be enhanced and new measures implemented to encourage a greater proportion of sustainable travel. Our Master Plan envisages a significant growth in passenger movements at the airport and will require the development of a Surface Access Strategy. It is proposed that our Surface Access Strategy will be developed by an Airport Transport Forum comprising representatives from the airport, local authorities, transport providers and local business and community representatives. The Surface Access Strategy will be used to set out the manner in which transport issues raised by airport expansion will be addressed. Depending upon timing factors the surface access strategy will input to a Transport Assessment submitted in support of a planning application for expansion of the airport. Alternatively, the Transport Assessment will detail the manner in which a surface access strategy will be delivered and its broad scope and content. Mode Share Our Master Plan looks forward to a scenario when approximately 2.2 million passengers pass through the airport in 2018 and around 4.7 mppa in 2033. This number of people will require a range of travel mode options and appropriate capacity to access the airport efficiently. The proportion of passengers and airport employees using sustainable modes of transport at these forecast horizons will of course be dependent upon the level of service offered by walking, cycling and public transport networks. However, it is possible to consider the travel mode shares experience at other airports around the UK to inform the 64
Kent International Airport – Manston Master Plan Table 10: Percentage mode share information from the UK airports for 2006 passenger departures Luton** Stansted Nottingham Birmingham Gatwick Prestwick** Passengers 8.3 mppa* 2.37 mppa 4.7 mppa 9.1 mppa 34.1 mppa 2.5 mppa > Private Car 56.1 46.9 68.6 54.2 48.2 57.2 Hire Car 2.6 3.1 2.8 3.4 2.2 57.2 Taxi / Minicab 12.6 8.8 19.2 23.7 14.0 5.2 Rail 17.9 23.3 4.5 9.6 29.1 20.8 Bus / Coach 10.4 16.3 4.6 8.7 6.3 3.6 Other 0.4 1.5 0.4 0.4 0.3 0.7 Total 100 100 100 100 100 100 Table 11: Summary of mode share that may be aspired to by our airport based upon the average experience at Luton, Nottinghham and Birmingham Airports Travel Mode Mode Share Estimate % Private Car 59 Hire Car 3 Taxi / Minicab 18 Rail 11 Bus / Coach 8 Other 1 Total 100 target setting process required for our airport. Whilst it is not possible at this stage to predict the likely mode share of travel to and from an expanded Kent International Airport, it is possible to make estimates based upon experience at other airports, and by assuming that the existing level of service offered by public transport will be appropriately upgraded. Table 11 provides a summary of the mode share that may be aspired to by our airport based upon the average experience at Luton, Nottingham East Midlands and Birmingham International Airports. The CAA Passenger Surveys Report 2006 has been consulted to provide an understanding of travel mode share achieved at a selection of airports across England. Table 10 summarises percentage mode share information from a number of airports for 2006 passenger departures. This table demonstrates that the private car is the favoured mode of transport for travelling to each airport and this would be expected. However, whilst this table summarises information with respect to a number of airports, this should be considered in the context of the individual airport circumstances and the transport offer available to employees and passengers. For example, it is noted that Stansted and Gatwick airports show a high proportion of passengers arriving by rail as these airports have their own rail stations at the airport terminal. Luton and Nottingham airports provide a bus shuttle service between the nearest rail station and the airport and this need to transfer is reflected in the lower proportion of passengers arriving by rail. 65
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