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Leeds Bradford Airport Parkway Station

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Update August 2023

The scheme is currently progressing a full business case, with the aim to submit to our assurance team by the end of the year. Subject to approvals, further detailed design will take place and planning application will be sought in 2024, with the delivery phase starting after.

Update December 2022

Leeds Bradford Airport Parkway Station is currently in the design phase and working towards a Full Business Case. This is due to be completed and submitted to our assurance panel in early 2023. Planning consent will be sought thereafter with the delivery phase due to start in 2024.

Leeds City Council asked for views and comments on proposals to improve sustainable transport connections along Whitehouse Lane and Scotland Lane, during November-18 December 2022. The new proposals would support better connections for public transport and active travel between the proposed parkway rail station, the proposed North West Leeds Employment Hub, Leeds Bradford Airport, and surrounding communities.

These proposals form the first phase of a connectivity package which replaces the A65-A658 Link Route proposals, which were discontinued after consultation feedback demonstrated no clear support for any of the three options and following the council’s declaration of a Climate Emergency. Click here (https://scotlandlaneleeds.commonplace.is/) to find out more information.


Please note this engagement has now closed. The Outcome Report can be viewed here.

The information and proposals from the consultation, which took place between 18 January 2021 and 21 February 2021 , can be found below.


The West Yorkshire Combined Authority is developing plans to build a new rail station on the existing Harrogate line, between Horsforth Station and the southern end of the Bramhope tunnel.

The station will provide an interchange to serve Leeds Bradford Airport and the proposed employment hub[1] as well as having a park and ride function to predominantly serve the generally rural catchment between North Leeds and Harrogate.

During Spring 2019, a period of public engagement* took place on the proposals and the majority of respondents stated that they were happy or very happy with the station plans, click here for more information on the first phase of public engagement.

*this was part of the wider ‘Connecting Leeds Bradford Airport’ engagement exercise held jointly with Leeds City Council.

The feedback received has been used to help develop the proposals further and we are now running a second phase of public engagement which will allow you to comment on these updated plans. Some of the ways your feedback has helped progress the scheme to date are highlighted in our 'You Said, We Listened' document which can be found by clicking here.

Project objectives and benefits

The Airport Parkway proposals have the following objectives and benefits:

  • Take cars off the road by reducing vehicle distance driven, that will, in turn, improve air quality and reduce carbon emissions
  • Improve access to the airport by public transport
  • Provide a park and ride opportunity for residents of north west Leeds and beyond, by building a car park with up to 350 spaces for rail users
  • Connect residential areas around the Parkway to local urban centres such as Leeds, Harrogate and York via rail
  • Improve connectivity to the airport and surrounding existing and proposed office developments, including the proposed employment hub, for employees and customers
  • Help employers based near the airport have access to a wider labour network

What is proposed?

The current design proposal for the station includes (as shown in the Station Boards, which you can access in the documents section).

  • A staffed station building with waiting area, convenience retail offerings, ticket purchasing facilities, toilets, staff accommodation and a bus interchange for transferring to the airport
  • Two 150m platforms positioned in the existing cutting, thus reducing the visual impact on the surrounding area
  • Platform access via covered stairways and lifts
  • A bridge linking the two platforms, which would also lead to a second pedestrian and cycle access route to the residential area of Cookridge
  • Construction of an access road to Scotland Lane
  • A park and ride car park with up to 350 spaces, which include blue badge holder spaces, electric vehicle charge points, dedicated drop off and pick-up points, secure cycle parking facilities, and a designated layby for the airport shuttle bus
  • Low energy lighting and CCTV

Climate Emergency

Since the previous engagement, the Combined Authority and Leeds City Council have declared a climate emergency.

Tackling the climate emergency is one of the Combined Authority’s four strategic priorities and with our partners, the Combined Authority has set a target to create a net zero carbon Leeds City Region by 2038.

While the Combined Authority recognises concerns about the impact of air travel and airport growth on carbon emissions, the current access provision to Leeds Bradford Airport is sub-standard and therefore needs to be addressed.

The Parkway Station seeks to meet the current demand for sustainable travel to and from Leeds Bradford Airport and the proposed employment hub. The Parkway Station will help ease current congestion and associated air quality issues by improving access by public transport, by encouraging fewer people to drive to the airport. Another major aim of the Parkway Station is to increase sustainable travel to Leeds and beyond with the provision of the park and ride facilities which encourage transfer to rail and reduce car vehicle kilometres driven. This will again contribute to reducing congestion and associated air quality issues.

The proposal will be informed by the Combined Authority’s Carbon Impact Audit, as will all of the Combined Authority’s transport infrastructure and economic regeneration projects.

Access to Parkway Station

The Combined Authority is also working with Leeds City Council to develop a wider connectivity scheme for the area to improve access to Leeds Bradford Airport, the North West Leeds Employment Hub (NWLEH) and the Parkway Station.

Leeds City Council is currently considering options for the provision of public transport and active travel (walking/cycling) access, and this includes changes to the highway infrastructure (roads) that may be required. There will be a further phase of consultation regarding these proposals anticipated to take place in Summer 2021.

Funding and approvals

The station development is currently being funded by the Leeds Public Transport Investment Programme (LPTIP) up to the completion of the Full Business Case (FBC).

The overall cost of the project is estimated at approximately £42m.

The delivery of the station beyond FBC is subject to the relevant approvals, as defined in the Leeds City Region Assurance Framework. It is anticipated that the Station will be funded by the West Yorkshire + Transport Fund.

Public Engagement

Please note: This survey has now CLOSED.

Between 18 January 2021 and 21 February 2021 we held a period of public engagement to gather the views of local residents and businesses. The feedback we received during this period is now being analysed and further information will be posted here when available.

Next steps

In February 2020, the scheme received approval from the Combined Authority for its Outline Business Case (OBC) and in March 2020 received Network Rail’s Guide to Rail Investment Process (GRIP) stage 3 approval.

The programme of work is continuing to be developed further and we intend to submit a planning application in Autumn 2022 and a Full Business Case for approval in Autumn 2022.

We will also be working closely with Network Rail and train operators to develop a suitable timetable for services calling at the proposed station.

Based on the information available at present, and assuming all the necessary approvals are achieved, the station would be opened Summer 2025.


[1] The North West Leeds Employment Hub (SAP ref no. EG2-24) is a 32.63 ha employment site that was adopted within the Site Allocation Plan in July 2019 for the following uses: B1b Research & Development, B1c Light Industrial, B2 General Industrial and B8 Storage & Distribution.

Update August 2023

The scheme is currently progressing a full business case, with the aim to submit to our assurance team by the end of the year. Subject to approvals, further detailed design will take place and planning application will be sought in 2024, with the delivery phase starting after.

Update December 2022

Leeds Bradford Airport Parkway Station is currently in the design phase and working towards a Full Business Case. This is due to be completed and submitted to our assurance panel in early 2023. Planning consent will be sought thereafter with the delivery phase due to start in 2024.

Leeds City Council asked for views and comments on proposals to improve sustainable transport connections along Whitehouse Lane and Scotland Lane, during November-18 December 2022. The new proposals would support better connections for public transport and active travel between the proposed parkway rail station, the proposed North West Leeds Employment Hub, Leeds Bradford Airport, and surrounding communities.

These proposals form the first phase of a connectivity package which replaces the A65-A658 Link Route proposals, which were discontinued after consultation feedback demonstrated no clear support for any of the three options and following the council’s declaration of a Climate Emergency. Click here (https://scotlandlaneleeds.commonplace.is/) to find out more information.


Please note this engagement has now closed. The Outcome Report can be viewed here.

The information and proposals from the consultation, which took place between 18 January 2021 and 21 February 2021 , can be found below.


The West Yorkshire Combined Authority is developing plans to build a new rail station on the existing Harrogate line, between Horsforth Station and the southern end of the Bramhope tunnel.

The station will provide an interchange to serve Leeds Bradford Airport and the proposed employment hub[1] as well as having a park and ride function to predominantly serve the generally rural catchment between North Leeds and Harrogate.

During Spring 2019, a period of public engagement* took place on the proposals and the majority of respondents stated that they were happy or very happy with the station plans, click here for more information on the first phase of public engagement.

*this was part of the wider ‘Connecting Leeds Bradford Airport’ engagement exercise held jointly with Leeds City Council.

The feedback received has been used to help develop the proposals further and we are now running a second phase of public engagement which will allow you to comment on these updated plans. Some of the ways your feedback has helped progress the scheme to date are highlighted in our 'You Said, We Listened' document which can be found by clicking here.

Project objectives and benefits

The Airport Parkway proposals have the following objectives and benefits:

  • Take cars off the road by reducing vehicle distance driven, that will, in turn, improve air quality and reduce carbon emissions
  • Improve access to the airport by public transport
  • Provide a park and ride opportunity for residents of north west Leeds and beyond, by building a car park with up to 350 spaces for rail users
  • Connect residential areas around the Parkway to local urban centres such as Leeds, Harrogate and York via rail
  • Improve connectivity to the airport and surrounding existing and proposed office developments, including the proposed employment hub, for employees and customers
  • Help employers based near the airport have access to a wider labour network

What is proposed?

The current design proposal for the station includes (as shown in the Station Boards, which you can access in the documents section).

  • A staffed station building with waiting area, convenience retail offerings, ticket purchasing facilities, toilets, staff accommodation and a bus interchange for transferring to the airport
  • Two 150m platforms positioned in the existing cutting, thus reducing the visual impact on the surrounding area
  • Platform access via covered stairways and lifts
  • A bridge linking the two platforms, which would also lead to a second pedestrian and cycle access route to the residential area of Cookridge
  • Construction of an access road to Scotland Lane
  • A park and ride car park with up to 350 spaces, which include blue badge holder spaces, electric vehicle charge points, dedicated drop off and pick-up points, secure cycle parking facilities, and a designated layby for the airport shuttle bus
  • Low energy lighting and CCTV

Climate Emergency

Since the previous engagement, the Combined Authority and Leeds City Council have declared a climate emergency.

Tackling the climate emergency is one of the Combined Authority’s four strategic priorities and with our partners, the Combined Authority has set a target to create a net zero carbon Leeds City Region by 2038.

While the Combined Authority recognises concerns about the impact of air travel and airport growth on carbon emissions, the current access provision to Leeds Bradford Airport is sub-standard and therefore needs to be addressed.

The Parkway Station seeks to meet the current demand for sustainable travel to and from Leeds Bradford Airport and the proposed employment hub. The Parkway Station will help ease current congestion and associated air quality issues by improving access by public transport, by encouraging fewer people to drive to the airport. Another major aim of the Parkway Station is to increase sustainable travel to Leeds and beyond with the provision of the park and ride facilities which encourage transfer to rail and reduce car vehicle kilometres driven. This will again contribute to reducing congestion and associated air quality issues.

The proposal will be informed by the Combined Authority’s Carbon Impact Audit, as will all of the Combined Authority’s transport infrastructure and economic regeneration projects.

Access to Parkway Station

The Combined Authority is also working with Leeds City Council to develop a wider connectivity scheme for the area to improve access to Leeds Bradford Airport, the North West Leeds Employment Hub (NWLEH) and the Parkway Station.

Leeds City Council is currently considering options for the provision of public transport and active travel (walking/cycling) access, and this includes changes to the highway infrastructure (roads) that may be required. There will be a further phase of consultation regarding these proposals anticipated to take place in Summer 2021.

Funding and approvals

The station development is currently being funded by the Leeds Public Transport Investment Programme (LPTIP) up to the completion of the Full Business Case (FBC).

The overall cost of the project is estimated at approximately £42m.

The delivery of the station beyond FBC is subject to the relevant approvals, as defined in the Leeds City Region Assurance Framework. It is anticipated that the Station will be funded by the West Yorkshire + Transport Fund.

Public Engagement

Please note: This survey has now CLOSED.

Between 18 January 2021 and 21 February 2021 we held a period of public engagement to gather the views of local residents and businesses. The feedback we received during this period is now being analysed and further information will be posted here when available.

Next steps

In February 2020, the scheme received approval from the Combined Authority for its Outline Business Case (OBC) and in March 2020 received Network Rail’s Guide to Rail Investment Process (GRIP) stage 3 approval.

The programme of work is continuing to be developed further and we intend to submit a planning application in Autumn 2022 and a Full Business Case for approval in Autumn 2022.

We will also be working closely with Network Rail and train operators to develop a suitable timetable for services calling at the proposed station.

Based on the information available at present, and assuming all the necessary approvals are achieved, the station would be opened Summer 2025.


[1] The North West Leeds Employment Hub (SAP ref no. EG2-24) is a 32.63 ha employment site that was adopted within the Site Allocation Plan in July 2019 for the following uses: B1b Research & Development, B1c Light Industrial, B2 General Industrial and B8 Storage & Distribution.

We have created an extensive list of frequently asked questions and you can find these here. However, if you have another question, please submit it in the box below and we will try to get a response back to you as soon as possible.

Questions will be visible to all visitors, so please do not include any personal information. To ensure your feedback is formally recorded in this consultation, please take part in our survey.
  • Share All the proposals revolve around greater mobility for people in North West Leeds, Harrogate and to York. This misses one fundamentally important not addressed on which Leeds City Region should also be focussing, but appears to have completely forgot, Bradford and its surrounding areas. If I aren't mistaken this is Leeds & Bradford Airport although you wouldn't think it. In fact by proximity Bradford City centre is closer to Yeadon that Leeds City Centre, but the focus here is predominantly Leeds. These plans should be reviewed with a greater balance between the two cities closest to this airport and then the surrounding area. on Facebook Share All the proposals revolve around greater mobility for people in North West Leeds, Harrogate and to York. This misses one fundamentally important not addressed on which Leeds City Region should also be focussing, but appears to have completely forgot, Bradford and its surrounding areas. If I aren't mistaken this is Leeds & Bradford Airport although you wouldn't think it. In fact by proximity Bradford City centre is closer to Yeadon that Leeds City Centre, but the focus here is predominantly Leeds. These plans should be reviewed with a greater balance between the two cities closest to this airport and then the surrounding area. on Twitter Share All the proposals revolve around greater mobility for people in North West Leeds, Harrogate and to York. This misses one fundamentally important not addressed on which Leeds City Region should also be focussing, but appears to have completely forgot, Bradford and its surrounding areas. If I aren't mistaken this is Leeds & Bradford Airport although you wouldn't think it. In fact by proximity Bradford City centre is closer to Yeadon that Leeds City Centre, but the focus here is predominantly Leeds. These plans should be reviewed with a greater balance between the two cities closest to this airport and then the surrounding area. on Linkedin Email All the proposals revolve around greater mobility for people in North West Leeds, Harrogate and to York. This misses one fundamentally important not addressed on which Leeds City Region should also be focussing, but appears to have completely forgot, Bradford and its surrounding areas. If I aren't mistaken this is Leeds & Bradford Airport although you wouldn't think it. In fact by proximity Bradford City centre is closer to Yeadon that Leeds City Centre, but the focus here is predominantly Leeds. These plans should be reviewed with a greater balance between the two cities closest to this airport and then the surrounding area. link

    All the proposals revolve around greater mobility for people in North West Leeds, Harrogate and to York. This misses one fundamentally important not addressed on which Leeds City Region should also be focussing, but appears to have completely forgot, Bradford and its surrounding areas. If I aren't mistaken this is Leeds & Bradford Airport although you wouldn't think it. In fact by proximity Bradford City centre is closer to Yeadon that Leeds City Centre, but the focus here is predominantly Leeds. These plans should be reviewed with a greater balance between the two cities closest to this airport and then the surrounding area.

    Matt Elener asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway. 


    A redacted version of the Feasibility Report, which is available to view on the engagement YourVoice webpage, outlines the options considered by the Combined Authority. 


    A number of options for improving rail access, most notably the construction of an onward link from a station at LBA to Bradford via Guiseley were assessed, however, they were deemed to be unfeasible given the gradient in the area and the need for tunnelling would result in subterranean stations or costs which would prove to be unviable.


  • Share In a 2014 feasibility study, the West Yorkshire Combined Authority decided not to pursue with Horsforth Woodside for a number of reasons: the opening of Apperley Bridge and Kirkstall Forge stations on the Airedale Line (which are in the same area), its proximity to Horsforth railway station, and the proposal for a park and ride facility at nearby Boddington. This being the case can you explain why you now need a park & ride such a short distance from Horsforth Woodside? Surely the same reasons not to justify a park & ride would apply?? on Facebook Share In a 2014 feasibility study, the West Yorkshire Combined Authority decided not to pursue with Horsforth Woodside for a number of reasons: the opening of Apperley Bridge and Kirkstall Forge stations on the Airedale Line (which are in the same area), its proximity to Horsforth railway station, and the proposal for a park and ride facility at nearby Boddington. This being the case can you explain why you now need a park & ride such a short distance from Horsforth Woodside? Surely the same reasons not to justify a park & ride would apply?? on Twitter Share In a 2014 feasibility study, the West Yorkshire Combined Authority decided not to pursue with Horsforth Woodside for a number of reasons: the opening of Apperley Bridge and Kirkstall Forge stations on the Airedale Line (which are in the same area), its proximity to Horsforth railway station, and the proposal for a park and ride facility at nearby Boddington. This being the case can you explain why you now need a park & ride such a short distance from Horsforth Woodside? Surely the same reasons not to justify a park & ride would apply?? on Linkedin Email In a 2014 feasibility study, the West Yorkshire Combined Authority decided not to pursue with Horsforth Woodside for a number of reasons: the opening of Apperley Bridge and Kirkstall Forge stations on the Airedale Line (which are in the same area), its proximity to Horsforth railway station, and the proposal for a park and ride facility at nearby Boddington. This being the case can you explain why you now need a park & ride such a short distance from Horsforth Woodside? Surely the same reasons not to justify a park & ride would apply?? link

    In a 2014 feasibility study, the West Yorkshire Combined Authority decided not to pursue with Horsforth Woodside for a number of reasons: the opening of Apperley Bridge and Kirkstall Forge stations on the Airedale Line (which are in the same area), its proximity to Horsforth railway station, and the proposal for a park and ride facility at nearby Boddington. This being the case can you explain why you now need a park & ride such a short distance from Horsforth Woodside? Surely the same reasons not to justify a park & ride would apply??

    General Public asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway. 


    The location of the proposed Parkway Station is preferable because it provides an interchange to the airport, proposed North West Leeds employment hub and a park and ride for rail users travelling to Leeds, Harrogate, York and beyond. 

  • Share Has there been any serious consideration of the long-term environmental impacts of this project? Not only does the expansion undermine global action to reduce GHG emissions, but the opportunity cost, in terms of green investment in innovation and infrastructure, is mind-boggling. Given the current climate, and the slow pace of action, WYCA should be looking to divest heavily from such ventures into cleaner transport solutions at all opporutnities. on Facebook Share Has there been any serious consideration of the long-term environmental impacts of this project? Not only does the expansion undermine global action to reduce GHG emissions, but the opportunity cost, in terms of green investment in innovation and infrastructure, is mind-boggling. Given the current climate, and the slow pace of action, WYCA should be looking to divest heavily from such ventures into cleaner transport solutions at all opporutnities. on Twitter Share Has there been any serious consideration of the long-term environmental impacts of this project? Not only does the expansion undermine global action to reduce GHG emissions, but the opportunity cost, in terms of green investment in innovation and infrastructure, is mind-boggling. Given the current climate, and the slow pace of action, WYCA should be looking to divest heavily from such ventures into cleaner transport solutions at all opporutnities. on Linkedin Email Has there been any serious consideration of the long-term environmental impacts of this project? Not only does the expansion undermine global action to reduce GHG emissions, but the opportunity cost, in terms of green investment in innovation and infrastructure, is mind-boggling. Given the current climate, and the slow pace of action, WYCA should be looking to divest heavily from such ventures into cleaner transport solutions at all opporutnities. link

    Has there been any serious consideration of the long-term environmental impacts of this project? Not only does the expansion undermine global action to reduce GHG emissions, but the opportunity cost, in terms of green investment in innovation and infrastructure, is mind-boggling. Given the current climate, and the slow pace of action, WYCA should be looking to divest heavily from such ventures into cleaner transport solutions at all opporutnities.

    Ben McCormick asked over 3 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway. 


    One of the aims of the Parkway Station project is to make journeys to/from the airport as sustainable as possible in order to minimise carbon emissions. However, the Combined Authority is not supportive of unconstrained growth and can assure you that we remain committed to becoming a net-zero carbon city region by 2038. Undoubtedly, this means that the carbon impacts of air travel must be reduced, but we cannot plan aviation one region at a time – only a national aviation strategy will be effective in delivering the coordinated, effective action required to address the climate emergency. 


    The Combined Authority are committed to reducing carbon emissions to meet the 2038 net-zero carbon target and are putting in place an action plan to meet this goal. The action plan will be based on the West Yorkshire Carbon Emission Reductions Pathways work, a thorough analysis of the measures our region will need to take to meet our ambition.

  • Share By not explaining exactly how people will be transported to the airport from LBA Parkway & whether a new road will be built or Scotland Lane will be adapted & widened aren't you hiding the true costs? The £42 million you are quoting does not include any costs for a new road or widening of Scotland Lane, so could you please provide some ball park estimates or any quotes which you may have been given for this extra work? on Facebook Share By not explaining exactly how people will be transported to the airport from LBA Parkway & whether a new road will be built or Scotland Lane will be adapted & widened aren't you hiding the true costs? The £42 million you are quoting does not include any costs for a new road or widening of Scotland Lane, so could you please provide some ball park estimates or any quotes which you may have been given for this extra work? on Twitter Share By not explaining exactly how people will be transported to the airport from LBA Parkway & whether a new road will be built or Scotland Lane will be adapted & widened aren't you hiding the true costs? The £42 million you are quoting does not include any costs for a new road or widening of Scotland Lane, so could you please provide some ball park estimates or any quotes which you may have been given for this extra work? on Linkedin Email By not explaining exactly how people will be transported to the airport from LBA Parkway & whether a new road will be built or Scotland Lane will be adapted & widened aren't you hiding the true costs? The £42 million you are quoting does not include any costs for a new road or widening of Scotland Lane, so could you please provide some ball park estimates or any quotes which you may have been given for this extra work? link

    By not explaining exactly how people will be transported to the airport from LBA Parkway & whether a new road will be built or Scotland Lane will be adapted & widened aren't you hiding the true costs? The £42 million you are quoting does not include any costs for a new road or widening of Scotland Lane, so could you please provide some ball park estimates or any quotes which you may have been given for this extra work?

    General Public asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway. 


    It is anticipated that a shuttle bus will be used to transport passengers between the Parkway Station and the airport terminal. Leeds City Council is currently exploring connectivity options to identify the most effective route between the access road and the airport. This will be the subject of future consultation by Leeds City Council as is not part of the scope of the Parkway project. 

  • Share During peak times it is around £3.20 train fare one-way from Horsforth to Leeds, whereas from Harrogate it varies between £7.90 -£9.10 one-way. So it is actually cheaper to drive from Harrogate to LBA Parkway, park up there free for the day and take the train into Leeds. Isn't this going to have a negative effect on the environment & create even more pollution by encouraging more people to use their cars to drive to LBA Parkway rather than doing the full train journey from Harrogate to Leeds? I'm sure the above would also apply to people who travel from York too and any other stations in between. on Facebook Share During peak times it is around £3.20 train fare one-way from Horsforth to Leeds, whereas from Harrogate it varies between £7.90 -£9.10 one-way. So it is actually cheaper to drive from Harrogate to LBA Parkway, park up there free for the day and take the train into Leeds. Isn't this going to have a negative effect on the environment & create even more pollution by encouraging more people to use their cars to drive to LBA Parkway rather than doing the full train journey from Harrogate to Leeds? I'm sure the above would also apply to people who travel from York too and any other stations in between. on Twitter Share During peak times it is around £3.20 train fare one-way from Horsforth to Leeds, whereas from Harrogate it varies between £7.90 -£9.10 one-way. So it is actually cheaper to drive from Harrogate to LBA Parkway, park up there free for the day and take the train into Leeds. Isn't this going to have a negative effect on the environment & create even more pollution by encouraging more people to use their cars to drive to LBA Parkway rather than doing the full train journey from Harrogate to Leeds? I'm sure the above would also apply to people who travel from York too and any other stations in between. on Linkedin Email During peak times it is around £3.20 train fare one-way from Horsforth to Leeds, whereas from Harrogate it varies between £7.90 -£9.10 one-way. So it is actually cheaper to drive from Harrogate to LBA Parkway, park up there free for the day and take the train into Leeds. Isn't this going to have a negative effect on the environment & create even more pollution by encouraging more people to use their cars to drive to LBA Parkway rather than doing the full train journey from Harrogate to Leeds? I'm sure the above would also apply to people who travel from York too and any other stations in between. link

    During peak times it is around £3.20 train fare one-way from Horsforth to Leeds, whereas from Harrogate it varies between £7.90 -£9.10 one-way. So it is actually cheaper to drive from Harrogate to LBA Parkway, park up there free for the day and take the train into Leeds. Isn't this going to have a negative effect on the environment & create even more pollution by encouraging more people to use their cars to drive to LBA Parkway rather than doing the full train journey from Harrogate to Leeds? I'm sure the above would also apply to people who travel from York too and any other stations in between.

    General Public asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway.


    Unfortunately, the price of train tickets lies outside the scope of the project and the Combined Authority's remit. 


    Whilst, some people may choose to travel by car from Harrogate to the Parkway station, the main purpose of the park and ride function is to attract new rail users from the more immediate catchment.

  • Share Can you please confirm whether it is correct that LBA have offered to give the fields that they own between the airport and Scotland Lane to Leeds City Council on the basis that LCC then pay for a new road to run through the fields on Scotland Lane from the exit of LBA Parkway to the airport at an estimated cost of £150 million. If this is so, when this is added to the £42 million estimate for the station you are approaching £200million, so much closer to the £350 million or so required to have a direct rail link to the airport and doing the job properly. on Facebook Share Can you please confirm whether it is correct that LBA have offered to give the fields that they own between the airport and Scotland Lane to Leeds City Council on the basis that LCC then pay for a new road to run through the fields on Scotland Lane from the exit of LBA Parkway to the airport at an estimated cost of £150 million. If this is so, when this is added to the £42 million estimate for the station you are approaching £200million, so much closer to the £350 million or so required to have a direct rail link to the airport and doing the job properly. on Twitter Share Can you please confirm whether it is correct that LBA have offered to give the fields that they own between the airport and Scotland Lane to Leeds City Council on the basis that LCC then pay for a new road to run through the fields on Scotland Lane from the exit of LBA Parkway to the airport at an estimated cost of £150 million. If this is so, when this is added to the £42 million estimate for the station you are approaching £200million, so much closer to the £350 million or so required to have a direct rail link to the airport and doing the job properly. on Linkedin Email Can you please confirm whether it is correct that LBA have offered to give the fields that they own between the airport and Scotland Lane to Leeds City Council on the basis that LCC then pay for a new road to run through the fields on Scotland Lane from the exit of LBA Parkway to the airport at an estimated cost of £150 million. If this is so, when this is added to the £42 million estimate for the station you are approaching £200million, so much closer to the £350 million or so required to have a direct rail link to the airport and doing the job properly. link

    Can you please confirm whether it is correct that LBA have offered to give the fields that they own between the airport and Scotland Lane to Leeds City Council on the basis that LCC then pay for a new road to run through the fields on Scotland Lane from the exit of LBA Parkway to the airport at an estimated cost of £150 million. If this is so, when this is added to the £42 million estimate for the station you are approaching £200million, so much closer to the £350 million or so required to have a direct rail link to the airport and doing the job properly.

    General Public asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway. 


    The Combined Authority is aware that as part of LBA's current planning application there is a potential condition that the airport would donate fields they own in order to provide a new highway link in to the new terminal location. However, no costs have been estimated around the provision of the link. The cost of the access road from the parkway station to Scotland Lane is included in the £42m estimate. 


    Leeds City Council is currently exploring connectivity options to identify the most effective route between the access road and the airport. This will be the subject of future consultation by Leeds City Council. 

  • Share I have a few questions. 1) What are the obligations on LBA to fund this scheme in full? If I ran a company, I wouldn't expect any taxpayers to pay for a new train station. I would expect to pay it myself as an unavoidable cost of business, and increase my prices accordingly. At 4 million passengers per year, LBA would pay off a £42m loan within 6 years by charging an additional surcharge of under £2 per ticket. I'm confused as to why the taxpayer should be funding this at all. 2) Please consider a ratchet mechanism for passenger consent capacity which reduces every year, based on the percentage of sustainable aviation fuel used on departing flights which considers *only* fuel cell, green hydrogen & non-fossil / non-crop based fuels, such as electrofuels from electrical energy & carbon capture. Jet-A which only uses an offsetting mechanism must not be used for this calculation. For example, every year the passenger capacity consent would reduce by 2% unless SAF use also increases by 2%, in which case the consent capacity would be unchanged. If SAF use only increases by 0.1% every year, then the passenger consent capacity would be reduced by 1.99% every year. If LBA has high confidence in SAF uptake, then it would surely be a very easy business decision to agree to this policy in exchange for future approval of the LBA Parkway Station and airport expansion. Would this sort of policy be possible? 3) Please clarify the long-term CO2 impact of this development, in respect of any increased number of flights. Only looking at construction & surface transport CO2 would surely be a mistake, considering it will presumably significantly contribute to the depletion of the carbon budget for the region by way of more burning of unsustainable jet fuel at altitude? If you're factoring in the reduced emissions from surface transport because of this scheme, why not also consider the increased CO2 emissions from additional air trave? If people use a helicopter to travel to the airport rather than a train or car, would you also disregard those emissions because the burning of helicopter fuel happens in the air rather than on the ground? on Facebook Share I have a few questions. 1) What are the obligations on LBA to fund this scheme in full? If I ran a company, I wouldn't expect any taxpayers to pay for a new train station. I would expect to pay it myself as an unavoidable cost of business, and increase my prices accordingly. At 4 million passengers per year, LBA would pay off a £42m loan within 6 years by charging an additional surcharge of under £2 per ticket. I'm confused as to why the taxpayer should be funding this at all. 2) Please consider a ratchet mechanism for passenger consent capacity which reduces every year, based on the percentage of sustainable aviation fuel used on departing flights which considers *only* fuel cell, green hydrogen & non-fossil / non-crop based fuels, such as electrofuels from electrical energy & carbon capture. Jet-A which only uses an offsetting mechanism must not be used for this calculation. For example, every year the passenger capacity consent would reduce by 2% unless SAF use also increases by 2%, in which case the consent capacity would be unchanged. If SAF use only increases by 0.1% every year, then the passenger consent capacity would be reduced by 1.99% every year. If LBA has high confidence in SAF uptake, then it would surely be a very easy business decision to agree to this policy in exchange for future approval of the LBA Parkway Station and airport expansion. Would this sort of policy be possible? 3) Please clarify the long-term CO2 impact of this development, in respect of any increased number of flights. Only looking at construction & surface transport CO2 would surely be a mistake, considering it will presumably significantly contribute to the depletion of the carbon budget for the region by way of more burning of unsustainable jet fuel at altitude? If you're factoring in the reduced emissions from surface transport because of this scheme, why not also consider the increased CO2 emissions from additional air trave? If people use a helicopter to travel to the airport rather than a train or car, would you also disregard those emissions because the burning of helicopter fuel happens in the air rather than on the ground? on Twitter Share I have a few questions. 1) What are the obligations on LBA to fund this scheme in full? If I ran a company, I wouldn't expect any taxpayers to pay for a new train station. I would expect to pay it myself as an unavoidable cost of business, and increase my prices accordingly. At 4 million passengers per year, LBA would pay off a £42m loan within 6 years by charging an additional surcharge of under £2 per ticket. I'm confused as to why the taxpayer should be funding this at all. 2) Please consider a ratchet mechanism for passenger consent capacity which reduces every year, based on the percentage of sustainable aviation fuel used on departing flights which considers *only* fuel cell, green hydrogen & non-fossil / non-crop based fuels, such as electrofuels from electrical energy & carbon capture. Jet-A which only uses an offsetting mechanism must not be used for this calculation. For example, every year the passenger capacity consent would reduce by 2% unless SAF use also increases by 2%, in which case the consent capacity would be unchanged. If SAF use only increases by 0.1% every year, then the passenger consent capacity would be reduced by 1.99% every year. If LBA has high confidence in SAF uptake, then it would surely be a very easy business decision to agree to this policy in exchange for future approval of the LBA Parkway Station and airport expansion. Would this sort of policy be possible? 3) Please clarify the long-term CO2 impact of this development, in respect of any increased number of flights. Only looking at construction & surface transport CO2 would surely be a mistake, considering it will presumably significantly contribute to the depletion of the carbon budget for the region by way of more burning of unsustainable jet fuel at altitude? If you're factoring in the reduced emissions from surface transport because of this scheme, why not also consider the increased CO2 emissions from additional air trave? If people use a helicopter to travel to the airport rather than a train or car, would you also disregard those emissions because the burning of helicopter fuel happens in the air rather than on the ground? on Linkedin Email I have a few questions. 1) What are the obligations on LBA to fund this scheme in full? If I ran a company, I wouldn't expect any taxpayers to pay for a new train station. I would expect to pay it myself as an unavoidable cost of business, and increase my prices accordingly. At 4 million passengers per year, LBA would pay off a £42m loan within 6 years by charging an additional surcharge of under £2 per ticket. I'm confused as to why the taxpayer should be funding this at all. 2) Please consider a ratchet mechanism for passenger consent capacity which reduces every year, based on the percentage of sustainable aviation fuel used on departing flights which considers *only* fuel cell, green hydrogen & non-fossil / non-crop based fuels, such as electrofuels from electrical energy & carbon capture. Jet-A which only uses an offsetting mechanism must not be used for this calculation. For example, every year the passenger capacity consent would reduce by 2% unless SAF use also increases by 2%, in which case the consent capacity would be unchanged. If SAF use only increases by 0.1% every year, then the passenger consent capacity would be reduced by 1.99% every year. If LBA has high confidence in SAF uptake, then it would surely be a very easy business decision to agree to this policy in exchange for future approval of the LBA Parkway Station and airport expansion. Would this sort of policy be possible? 3) Please clarify the long-term CO2 impact of this development, in respect of any increased number of flights. Only looking at construction & surface transport CO2 would surely be a mistake, considering it will presumably significantly contribute to the depletion of the carbon budget for the region by way of more burning of unsustainable jet fuel at altitude? If you're factoring in the reduced emissions from surface transport because of this scheme, why not also consider the increased CO2 emissions from additional air trave? If people use a helicopter to travel to the airport rather than a train or car, would you also disregard those emissions because the burning of helicopter fuel happens in the air rather than on the ground? link

    I have a few questions. 1) What are the obligations on LBA to fund this scheme in full? If I ran a company, I wouldn't expect any taxpayers to pay for a new train station. I would expect to pay it myself as an unavoidable cost of business, and increase my prices accordingly. At 4 million passengers per year, LBA would pay off a £42m loan within 6 years by charging an additional surcharge of under £2 per ticket. I'm confused as to why the taxpayer should be funding this at all. 2) Please consider a ratchet mechanism for passenger consent capacity which reduces every year, based on the percentage of sustainable aviation fuel used on departing flights which considers *only* fuel cell, green hydrogen & non-fossil / non-crop based fuels, such as electrofuels from electrical energy & carbon capture. Jet-A which only uses an offsetting mechanism must not be used for this calculation. For example, every year the passenger capacity consent would reduce by 2% unless SAF use also increases by 2%, in which case the consent capacity would be unchanged. If SAF use only increases by 0.1% every year, then the passenger consent capacity would be reduced by 1.99% every year. If LBA has high confidence in SAF uptake, then it would surely be a very easy business decision to agree to this policy in exchange for future approval of the LBA Parkway Station and airport expansion. Would this sort of policy be possible? 3) Please clarify the long-term CO2 impact of this development, in respect of any increased number of flights. Only looking at construction & surface transport CO2 would surely be a mistake, considering it will presumably significantly contribute to the depletion of the carbon budget for the region by way of more burning of unsustainable jet fuel at altitude? If you're factoring in the reduced emissions from surface transport because of this scheme, why not also consider the increased CO2 emissions from additional air trave? If people use a helicopter to travel to the airport rather than a train or car, would you also disregard those emissions because the burning of helicopter fuel happens in the air rather than on the ground?

    KrisPark asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway.


    The Parkway Station will provide an interchange to the airport, proposed North West Leeds employment hub and a park and ride for rail users travelling to Leeds, Harrogate, York and beyond. Discussions with LBA are ongoing to determine the level of contribution they will make to the scheme.


    One of the aims of the Parkway Station project is to make journeys to/from the airport as sustainable as possible in order to minimise the carbon emissions. However, the Combined Authority is not supportive of unconstrained growth and can assure you that we remain committed to becoming a net zero carbon city region by 2038. Undoubtedly, this means that the carbon impacts of air travel must be reduced, but we cannot plan aviation one region at a time – only a national aviation strategy will be effective in delivering the coordinated, effective action required to address the climate emergency. 


    The Combined Authority are committed to reducing carbon emissions to meet the 2038 net zero carbon target and are putting in place an action plan to meet this goal. The action plan will be based on the West Yorkshire Carbon Emission Reductions Pathways work, a thorough analysis of the measures our region will need to take to meet our ambition.

  • Share I live in Morley, and work at Leeds Bradford airport. Once the new parkway station is complete, the quickest journey time using rail for me realistically will be: walk to Morley station 10 mins, Morley-Leeds 10 mins, est 10 min connection (at best), Leeds-LBA Parkway 15 mins, bus to terminal 5 mins (at best). This means the quickest possible time would be 50 mins, possibly up to 1 hour 5 min /1 hour 15 min if connections are longer. To drive, it only takes me 35/40 minutes door to door. That’s 1 hour less over a return journey to work, per day. And these comparable times will be similar for anyone who has to connect in Leeds to catch the train bound for the parkway station. Is it part of the considerations that airport staff/airport based employees will receive an incentive towards travelling by rail in-line with trying to take as many cars off the road as possible and reducing CO2 emissions etc? on Facebook Share I live in Morley, and work at Leeds Bradford airport. Once the new parkway station is complete, the quickest journey time using rail for me realistically will be: walk to Morley station 10 mins, Morley-Leeds 10 mins, est 10 min connection (at best), Leeds-LBA Parkway 15 mins, bus to terminal 5 mins (at best). This means the quickest possible time would be 50 mins, possibly up to 1 hour 5 min /1 hour 15 min if connections are longer. To drive, it only takes me 35/40 minutes door to door. That’s 1 hour less over a return journey to work, per day. And these comparable times will be similar for anyone who has to connect in Leeds to catch the train bound for the parkway station. Is it part of the considerations that airport staff/airport based employees will receive an incentive towards travelling by rail in-line with trying to take as many cars off the road as possible and reducing CO2 emissions etc? on Twitter Share I live in Morley, and work at Leeds Bradford airport. Once the new parkway station is complete, the quickest journey time using rail for me realistically will be: walk to Morley station 10 mins, Morley-Leeds 10 mins, est 10 min connection (at best), Leeds-LBA Parkway 15 mins, bus to terminal 5 mins (at best). This means the quickest possible time would be 50 mins, possibly up to 1 hour 5 min /1 hour 15 min if connections are longer. To drive, it only takes me 35/40 minutes door to door. That’s 1 hour less over a return journey to work, per day. And these comparable times will be similar for anyone who has to connect in Leeds to catch the train bound for the parkway station. Is it part of the considerations that airport staff/airport based employees will receive an incentive towards travelling by rail in-line with trying to take as many cars off the road as possible and reducing CO2 emissions etc? on Linkedin Email I live in Morley, and work at Leeds Bradford airport. Once the new parkway station is complete, the quickest journey time using rail for me realistically will be: walk to Morley station 10 mins, Morley-Leeds 10 mins, est 10 min connection (at best), Leeds-LBA Parkway 15 mins, bus to terminal 5 mins (at best). This means the quickest possible time would be 50 mins, possibly up to 1 hour 5 min /1 hour 15 min if connections are longer. To drive, it only takes me 35/40 minutes door to door. That’s 1 hour less over a return journey to work, per day. And these comparable times will be similar for anyone who has to connect in Leeds to catch the train bound for the parkway station. Is it part of the considerations that airport staff/airport based employees will receive an incentive towards travelling by rail in-line with trying to take as many cars off the road as possible and reducing CO2 emissions etc? link

    I live in Morley, and work at Leeds Bradford airport. Once the new parkway station is complete, the quickest journey time using rail for me realistically will be: walk to Morley station 10 mins, Morley-Leeds 10 mins, est 10 min connection (at best), Leeds-LBA Parkway 15 mins, bus to terminal 5 mins (at best). This means the quickest possible time would be 50 mins, possibly up to 1 hour 5 min /1 hour 15 min if connections are longer. To drive, it only takes me 35/40 minutes door to door. That’s 1 hour less over a return journey to work, per day. And these comparable times will be similar for anyone who has to connect in Leeds to catch the train bound for the parkway station. Is it part of the considerations that airport staff/airport based employees will receive an incentive towards travelling by rail in-line with trying to take as many cars off the road as possible and reducing CO2 emissions etc?

    Jonny asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway.


    It is not anticipated that an incentive for airport employees to travel by rail will be considered as it is not within the scope of this project. As an employee of the airport, it is likely that this would be dealt with by your employer.

  • Share By choosing to build this station, are you giving up on the future prospect of a heavy rail link in the future ? on Facebook Share By choosing to build this station, are you giving up on the future prospect of a heavy rail link in the future ? on Twitter Share By choosing to build this station, are you giving up on the future prospect of a heavy rail link in the future ? on Linkedin Email By choosing to build this station, are you giving up on the future prospect of a heavy rail link in the future ? link

    By choosing to build this station, are you giving up on the future prospect of a heavy rail link in the future ?

    michael bradley asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway. 


    An outline options appraisal study estimated that a heavy rail link that connects the Harrogate line to the airport terminal building would cost in the region of £350m-£400m, due largely to the topography of the area which would require tunnelling and make a heavy rail link to the airport economically unfeasible. With these factors in mind the Parkway station remains the only viable option to provide a rail connection to LBA within the current funding envelope available to the Combined Authority.

  • Share You stated relocating the airport terminal within the airports existing curtilage would not have any impact on the significant change in elevation between the airport and existing railway line for a direct heavy rail link. As such, it is not considered necessary to undertake further feasibility work. Does that mean that despite being half the distance to the exiting rail link, it wouldn't radically alter the costs, potential alignment, engineering and other considerations? What is the exact estimated cost of direct heavy rail link to a) the existing terminal and b) the proposed new terminal locations? on Facebook Share You stated relocating the airport terminal within the airports existing curtilage would not have any impact on the significant change in elevation between the airport and existing railway line for a direct heavy rail link. As such, it is not considered necessary to undertake further feasibility work. Does that mean that despite being half the distance to the exiting rail link, it wouldn't radically alter the costs, potential alignment, engineering and other considerations? What is the exact estimated cost of direct heavy rail link to a) the existing terminal and b) the proposed new terminal locations? on Twitter Share You stated relocating the airport terminal within the airports existing curtilage would not have any impact on the significant change in elevation between the airport and existing railway line for a direct heavy rail link. As such, it is not considered necessary to undertake further feasibility work. Does that mean that despite being half the distance to the exiting rail link, it wouldn't radically alter the costs, potential alignment, engineering and other considerations? What is the exact estimated cost of direct heavy rail link to a) the existing terminal and b) the proposed new terminal locations? on Linkedin Email You stated relocating the airport terminal within the airports existing curtilage would not have any impact on the significant change in elevation between the airport and existing railway line for a direct heavy rail link. As such, it is not considered necessary to undertake further feasibility work. Does that mean that despite being half the distance to the exiting rail link, it wouldn't radically alter the costs, potential alignment, engineering and other considerations? What is the exact estimated cost of direct heavy rail link to a) the existing terminal and b) the proposed new terminal locations? link

    You stated relocating the airport terminal within the airports existing curtilage would not have any impact on the significant change in elevation between the airport and existing railway line for a direct heavy rail link. As such, it is not considered necessary to undertake further feasibility work. Does that mean that despite being half the distance to the exiting rail link, it wouldn't radically alter the costs, potential alignment, engineering and other considerations? What is the exact estimated cost of direct heavy rail link to a) the existing terminal and b) the proposed new terminal locations?

    garethleeds asked almost 4 years ago

    Thank you for your feedback regarding Leeds Bradford Airport (LBA) Parkway. 


    An outline options appraisal study estimated that a heavy rail link that connects the Harrogate line to the airport terminal building would cost in the region of £350m-£400m, due largely to the topography of the area which would require tunnelling. Whilst the terminal building may be relocated closer to the Harrogate Line, there would still be a significant change in elevation that would require extensive tunnelling and cuttings and make a heavy rail link to the airport economically unfeasible. With these factors in mind, the Parkway station remains the only viable option to provide a rail connection to LBA within the current funding envelope available to the Combined Authority.