Network Rail Consultation on Draft West Midlands & Chilterns 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 Midlands & Chilterns 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, thus far, by Network Rail with the Airport Company, as part of the Wider Stakeholder Group, in preparation of the Draft West Midlands & Chilterns Route Utilisation Strategy. The Airport Company’s also acknowledges its opportunity for engagement on regional rail issues through the West Midlands Regional Rail Forum. However, 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 Mainline and the Birmingham – London route, via Birmingham International Station, the Multi Modal Interchange and the Air-Rail Link people mover system (into the Passenger Terminals). 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 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.

It is important to recognise the potential for changes in aviation and airports with 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 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 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 Coast Main Line 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 Dimensions Page 16 Links to Other Route Utilisation Strategies In terms of access by rail for Birmingham Airport and the role of Birmingham International Station, it is important that the West Midlands & Chilterns Route Utilisation Strategy is not prepared in isolation to the West Coast Main Line Route Utilisation Strategy. The Airport Company would like to see the importance of the West Coast Main Line London - Birmingham International Station route recognised, with a coherent and focused strategy for its improvement in terms of rail services. The Airport Company seeks assurances that, by 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). For example, the Airport Company would expect to see a co-ordinated approach to engineering work, to ensure that passenger disruption is minimised during engineering works, and that passengers are not disrupted twice due to work in adjacent Route Utilisation Strategy areas. 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 will also be responding to Network Rail on the consultation on the Draft West Coast Main Line 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 Mainline Route Utilisation Strategy, where appropriate. Page 22 Paragraph 3.3.5 Airport Access The Airport Company acknowledges the discussions undertaken by Network Rail with the Airport Company, as part of the Wider Stakeholder Group, in drafting this section, but it should be expanded to include text demonstrating the contribution of rail to the Airport’s Public Transport Mode Share, i.e. “ ..... with direct access to Birmingham Airport. Current analysis demonstrates that rail is the chosen mode of access for approximately 15% of air passengers at Birmingham Airport, with a high proportion travelling long distances to the airport.” In addition, the Airport’s name needs to be changed to Birmingham Airport and not shortened to BHX. Page 37 Paragraph 3.5.3 Birmingham Airport The Airport Company acknowledges the discussions undertaken by Network Rail with the Airport Company, as part of the Wider Stakeholder Group, in drafting this section, but it should be expanded to include text demonstrating the contribution of rail to the Airport’s Public Transport Mode Share, i.e. “ ..... Birmingham Airport has good public transport links and is connected by bus, coach and rail. As the Airport develops, it is likely that these public transport links will need to be upgraded. The airport passenger terminals can be accessed from Birmingham International Station via the Air-Rail Link, .....” In addition, the Airport’s name needs to be changed to Birmingham Airport. Section 3 Current Demand Capacity and Delivery The Airport Company notes the Sections on Reliability & Delay (Paragraph 3.10), Links with Other Transport Modes (Paragraph 3.11.2), Car Parking (Paragraph 3.11.3), Interchange with Other Transport Modes (Paragraph 3.11.4) and Engineering Access (Paragraph 3.13). Paragraph 3.10 Reliability & Delay 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 consider alternative railheads (e.g. Solihull Station) and methods of accessing such railheads. The Airport Company would be willing to add its customer service expertise to any planning for such an eventuality. Paragraph 3.11.2 Links with Other Transport Modes Links to air transport are equally important, as well as links to the road network, to public transport, by bike and for pedestrians. Birmingham International Station, together with 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. These comments should also be considered in the context of the section on Interchange with Other Transport Modes. The potential for Solihull Station and Coleshill Parkway Station, as additional rail heads for the Airport (and NEC), should be considered, together with the methods for accessing these railheads. Paragraph 3.11.3 Car Parking 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. Paragraph 3.11.4 Interchange with Other Transport Modes The interchange at Birmingham International Station (including the Multi Modal Interchange and with 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. These

comments should also be considered in the context of the section on Links with Other Transport Modes. Paragraph 3.13 Engineering Access In the context of engineering access, 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 West Coast Main Line Rail Utilisation Strategy includes a dedicated section on the Seven Day Railway and the West Midlands & Chilterns Route Utilisation Strategy would benefit from the inclusion of a similar section. Section 4 Planned Changes to Infrastructure and Services 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 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.

As Birmingham Airport has dropped the word “International” from its name, it has requested that this be reflected in the station name as well. The Airport Company has requested that the station be renamed as “Birmingham Airport”. Further to discussions between Network Rail (with John Ratcliffe and Michael Butler), Virgins Trains, Centro, the NEC and the Airport Company, Section 4 should include a paragraph 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 : - 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 2011. 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. 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 Midlands & Chilterns Route Utilisation Strategy and the West Coast Main Line Route Utilisation Strategy, to ensure compatibility and consistency and the achievement of such a capability. Section 5 Planning Context and Future Demand The Airport Company acknowledges the previous discussions between Network Rail and the Airport Company, as part of the Wider Stakeholder Group, in drafting this section. With respect to rail access to Birmingham Airport, the Airport Master Plan and Airport Surface Access Strategy are critical in contributing to forecasts, future demand and planning for rail.

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. For this Section, the Airport’s name needs to be changed to Birmingham Airport and not shortened to BHX. Page 75 Paragraph 5.2.4.1 Birmingham Airport The Airport Company acknowledges the previous discussions between Network Rail and the Airport Company, as part of the Wider Stakeholder Group, in drafting this section, but it should be amended (to be consistent with similar text elsewhere in the document) to read : “In 2009, Birmingham Airport was the sixth largest airport in the UK ...” In addition to the Public Transport Modal Share targets for 2012 in the Airport Surface Access Strategy, the Airport Master Plan has Public Transport Modal Share targets of 30% by 2020 and 35% by 2030. Forecasts for rail need to reflect these 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 “national strategic 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, whilst acknowledging the references in the West Midlands & Chilterns Route Utilisation Strategy to changes in Government policy since the General Election in 2010, the West Midlands & Chilterns Route Utilisation Strategy also needs to acknowledge the 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. The West Midlands & Chilterns Route Utilisation Strategy needs to reflect upon this, where the new West Midlands & Chilterns Route Utilisation Strategy will be published before the new National Policy Statement (or “Policy Framework”) is available. 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 its location and accessibility by rail, has been identified as a potential solution to capacity constraints and congestion at the south east airports.

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. Finally, the role of High Speed Two (HS2) needs to be considered, where access by rail to Birmingham Airport (and the NEC) will be enhanced by the proposed HS2 link and the proposed Birmingham Interchange Station, whilst also releasing capacity for the ‘classic’ rail routes and services. Section 6 Gaps and Options 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. It is also 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. In terms of Gaps and Options, the Airport Company is looking for the West Midlands & Chilterns 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 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. Page 111 Generic Gap G-45 : Improved Connectivity to Birmingham Airport The Airport Company acknowledges the previous discussions between Network Rail and the Airport Company, as part of the Wider Stakeholder Group, in drafting this section.

For this Section, the Airport’s name needs to be changed to Birmingham Airport and not shortened to BHX. The Airport Company would advise the following amendment : “In 2009, Birmingham Airport was the second largest airport in the UK outside London ..... “ The Airport Company supports the work to produce the West Midlands & Chilterns Route Utilisation Strategy and acknowledges the work undertaken to identify Gaps and prepare Options. However, whilst welcoming the proposals in the West Midlands & Chilterns Route Utilisation Strategy to improve rail access for Birmingham Airport, it is very disappointing that more has not been identified to improve such rail access, to serve Birmingham Airport’s passenger catchment area in terms of early morning, evening, late night and weekend rail services. 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. 7. 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 Midlands & Chilterns 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 supports the work to produce the West Midlands & Chilterns Route Utilisation Strategy and acknowledges the work undertaken to identify Gaps and prepare Options. However, whilst welcoming the proposals in the West Midlands & Chilterns Route Utilisation Strategy to improve rail access for Birmingham Airport, it is very disappointing that more cannot be set out in the Emerging Strategy and Longer Term Vision 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 opportunity for rail services from various locations in the West Midlands conurbation (e.g. Bromsgrove/Redditch, Lichfield and Walsall), either as ‘one-off’ early or late trains, or as part of more sophisticated rail service patterns, should be examined. The Airport Company looks forward to the Emerging Strategy and Longer Term Vision 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 2011. 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 forthcoming Government consultation on HS2. Section 8 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 thanks Network Rail for consulting the Airport Company on the Draft West Midlands & Chilterns Route Utilisation Strategy. The Airport Company looks Operating Companies, the stakeholders in the delivery Route Utilisation Strategy, Birmingham Airport.

forward to working with Network Rail, the Train Department for Transport, Centro and other of proposals for the West Midlands & Chilterns to improve and deliver better rail access for

Birmingham International Airport Limited 4 February 2011