MINUTES of the MEETING held on 5 July 2001 2.00pm at MANSTON AIRPORT

Present

Before the meeting commenced, the Chairman announced the death, following an accident whilst on holiday in Greece, of Judith Singleton, Minster Parish Council. Members expressed their condolences to her family.

The Chairman welcomed Liz Orme (Arthur D Little), and David Foote (Manchester Airport pic) consultants to the Wiggins Group.

1 APOLOGIES

1.1 Apologies for absence had been received from : Alastair Robertson (Gary Banks attending as alternate); Stephen Sadler SEEDA (Amelia Koutsavakis alternate); Andrew Baker Manston PC (alternate Nick Denyer) ;Bob Weaver Cliffsend Residents Assn.

2 MINUTES

2.1 Minutes of the previous meeting held 23rd April, having been previously circulated, were accepted and signed by the Chairman as a true record, subject to the following amendment: Item 4.17: Cllr Fullarton had stated that "CTRL did not carry heavy freight".

3 MATTERS ARISING

3.1 Item 3.1 The Chairman asked for a progress report on the installation of the ILS beam. Gary Banks reported that as the siting of the equipment was still being considered by the CM. , the installation of a localised element, as an interim measure, was expected to be operational by 16th July.

3.1.1 Cllr Flaherty asked for clarification as to whether using ILS could be made mandatory, rather then being left to the discretion of the pilot.. Gary Banks stated that it could, with approval by the Civil Aviation Authority. AGREED that Gary Banks speak with Alastair Robertson regarding mandatory routes over Herne Bay and approaches over Ramsgate, and arrange for a letter for circulation to MACC members.

4 MASTERPLAN

4.1 Liz Orme of Arthur D Little gave a presentation showing how projections of passenger traffic had been arrived at. The importance of improved rail links to the area was emphasised throughout the presentation. Members had previously received copy of the ADL Strategic Master Plan that had been the subject of public consultation.

4.1.1 Leigh Herington said KCC thought the ADL report a robust piece of work. Technical data had been exhaustively tested.

5 SECTION 106 AGREEMENT -Paul Tipple, Wiggins Group pic reported:

5.1 Environmental Statement

5.1.1 Wiggins were currently evaluating tenders from consultants, in consultation with KCC and TDC, and a consultant would be appointed shortly. Both consultants had confirmed that the Environmental Statement could be delivered on time (26th September 2001 }.

5.1.2 Trevor Herron said a consultant needed to be appointed within the next two weeks. Informal scoping opinion had been supplied to Wiggins, and a formal version would be supplied on appointment of the consultant. This would include all issues relating to airports, but no details were available for MACC at present.

5.2 Green Travel Strategy

5.2.1 The Green Travel Strategy as submitted by Wiggins to TDC had been passed back with various stringent suggestions which were being incorporated. The final Strategy would be available at the next MACC meeting.

5.2.2 Trevor Herron said the Green Travel Strategy was running behind -it had been due on 26 December to comply with the Sec 106 Agreement. It had been returned to Wiggins in May for amendment and TDC now required it back, duly amended. Formal views would be sought from MACC.

5.3 Installation of Pollution Monitors

5.3.1 Brian Lear confirmed that atmospheric pollution monitors had been installed at Hill House Drive Minster, Bell-Davies Drive Manston and High Street Manston. These were in addition to the five other existing locations across Thanet where TDC monitored atmospheric pollution. Although the readings (attached) gave some indication of current levels, it should be borne in mind that these were over a period of only 2 months at present.

5.4 Installation of Noise Monitors

5.4.1 David Foote, whose company had been commissioned to advise on noise monitoring, then gave a presentation showing the types of noise monitors installed (two fixed and one mobile). Mobile monitors were as efficient as fixed monitors and could measure instant occurrences when required. Once final Planning Approval was granted for the siting of the fixed monitors, installation would be achieved within 48hrs. The monitor on the greenfield site was propane powered and would be fenced off.

5.4.2 Martin Tapp pointed out that the siting of the West monitor was important as St Nicholas was under two flight paths -both arrivals and departures. Would both be registered by the noise monitor? Trevor Herron said that adherence to the Noise Abatement Routes should ensure this.

5.4.3 Martin Tapp reminded the Chairman that Alastair Robertson had agreed to circulate maps of the Noise Abatement Routes, but these had not been received.

5.4.4 In response to Martin Tapp, David Foote explained that the determination of noise contours did not require monitors. Most widely used noise modelling information was provided by the CM which used data from aircraft at Gatwick and Heathrow, (same aircraft, same noise level).

5.4.5 The Chairman asked what kind of information MACC would receive from the noise monitoring. David Foote said KCC and TDC would decide on what information they required and Trevor Herron suggested two levels -non-technical for MACC and technical for TDC's Environmental Health Dept.

5.4.6 Mr Herron would report on progress at the next MACC meeting.

5.4.7 Mike Kruger said monitors would be extremely important. As an airline operator, he was concerned as to where authority would sit if in the future the airport decided to fix penalties for aircraft exceeding noise levels and what happened to the fines collected?

5.4.8 The Chairman stated that the Section 106 Agreement made no provision for individual fines on daytime flights. Once information was available, if it were desired to introduce penalties for daytime flights exceeding noise limits, it was up to the two negotiating parties involved (TDC and Wiggins) at the time of review of the Sec 106. Trevor Herron said that any money from fines would be collected by the Council and MACC would decide the best use for it.

5.4.9 Pete Binding queried the siting of the monitor at the Eastern end on Clarendon School as this was not on the same elevation as the runway. David Foote said there was no ideal site. He did not know the exact position except that it was sited on top of the building.

6 SITUATION REPORT by MANAGING DIRECTOR LMA

6.1 Tony Freudmann reported that, given the current infrastructure, the Airport was operating more or less to capacity,

6.1.1 Talks with passenger operators were continuing. One or two were getting slightly closer to fruition. These discussions were looking at ways to create links between Manston and other airports. Cruise passenger flights were up 50% on last year, and the Channel Islands flights would resume this summer. However there was no hard news on passenger business. Mr Freudmann felt it worth noting that during the course of these discussions, not one operator had requested night flying facilities.

6.1.2 Following clearance of pipe bombs, in conjunction with the Royal Engineers, concreting work was about to begin. After tender, a company from East Kent had been selected. This work was expected to employ 40-50 East Kent residents for about 4 months.

6.2 John Bragg had read various items in the national press discussing the resolution of London's need for extra runway capacity. Although RAF airfields in East Anglia and Susse)( had been mentioned, Manston had not. Was this a question of lack of publicity? Mr Freudmann announced that Wiggins had just agreed to employ a public relations company. Having researched potential as identified in the Arthur D Little Report, the intention was to work behind the scenes with government departments and other authorities to raise the profile of Manston.

6.3 Peter Binding enquired about the flights from Odense that according to local press had been delayed from January until March. Mr Freudmann, pointing out that the press statement had not been issued by Wiggins, reported that talks were continuing. The intention was to create a link and the plan so far was for a 7.30am departure to return around 8pm. The matter of where the aircraft went between those hours remained to be resolved.

7 APPLICATION TO ERECT PAINT SPRAY HANGAR and AIRCRAFT STAND

7.1 The Chairman reported that in response to TDC's request for MACC to make a formal submission on this planning application, three written responses had been received (Birchington, Monkton and Manston Airport Group) expressing reservations concerning the size of the structure together with environmental implications of the proposed operation of the plant. These had been forwarded to TDC.

7.2 Trevor Herron said the application was due to go before the Planning Committee on Wednesday 11th July. Two main issues raised in submissions had been environmental issues (pollution, noise, and protection of the groundwater), and the size/appearance of the structure. The application had not included all technical information required by the various statutory consultees, but once this had been received, if nothing untoward arose, approval of the application would be recommended.

7.3 Cllr Ron Flaherty had been unable to comment on the application as representative of Canterbury CC as his planning department had been unaware of the proposed development. Was there not an informal agreement that adjacent planning authorities be consulted on proposed developments at the Airport? Trevor Herron had considered that this application, along with many others, had no more than local impact. After some discussion, the Chairman suggested that Canterbury, Dover and Thanet planning departments consider arrangements.

7.4 John Garland asked how MACC members could comment in the absence of a full set of plans and accompanying technical and operational information. Some parish councils had received information on the toxic materials to be used, details of proposed extraction process, disposal of toxic waste and subsequent implications for safety of operatives. Peter Binding felt that MACC members should not have had to go to TDC offices in Margate to purchase such information. Trevor Herron said it was not normal practice to provide parish councils and other organisations with technical details as it was unlikely that they would have the expertise to make judgement.

7.5 Nick Denyer reported Manston PC's concern about fumes emanating from the plant.

7.6 The Chairman reported that the secretariat had talked with the Environment Agency who had received full co-operation from Wiggins. The EA was working with all concerned on issues that needed to be addressed, but could see no difficulties providing proper operating conditions were made. The Planning Application presumably concerned the building itself. What provision was there regarding operational procedures and provision of operating licence regarding disposal of waste etc. ? Trevor Herron said that this aspect would be taken up by the Environment Agency.

7.7 Peter Binding said that applicants who had sought permission to erect a hotel on Manston Garage site, (opposite this proposed plant), had been told that the Airport had to be consulted regarding the height of the development. The Airport had said the building could not exceed 9m. Had the Civil Aviation Authority approved these plans for a building of 36m in height, only a few yards away across the road? Tony Freudmann said that height restrictions on the Northern Grass were different and confirmed that the CAA had been consulted.

8 SITUATION REPORT by OPERATIONS MANAGER LMA

8.1 Gary Banks presented the following quarterly figures, which had been circulated to Members in advance of the meeting:

details of training flights, runway usage, cargo tonnage, and complaints. No breaches of noise abatement measures had been recorded during the quarter.

8.2 Runway Utilisation figures showed an increase in usage of Runway 10 during May to 67%.

8.3 Total number of complaints during current quarter totalled 909 compared with 675 for the previous quarter.

8.4 On 2th May (a bank holiday weekend) between 12.40 and 17.48hrs a Virgin 747 completed 4 training circuits with breaks between, generating the 28 complaints logged by Manston. This training had been approved by Mr Banks as the aircraft was new and therefore quieter than others currently using Manston. It was rare for LMA to accept weekend training and would not be automatically approved. As a result of disturbance caused, procedures regarding crew training would be re-examined. LMA was confident the incident would not be repeated.

8.4.1 Responding to Nicholas Cole, Mr Banks did not accept that it had been a mistake to book the session, but agreed that it had been over too long a period.

8.4.2 In response to John Garland, Nicholas Cole and Martin Tapp who said the flights had not adhered to the routes laid down in the Supplementary S106 Agreement, Gary Banks said no complaints had been received regarding the route. Nicholas Cole said whether or not complaints had been received, the aircraft had clearly deviated from designated route and breached the S106 agreement. Fixed monitors would be rendered useless if routes were not adhered to.

8.5 Disappointment was expressed that Alastair Robertson had not circulated a map showing the routes, as agreed at the April meeting of MACC.

8.6 During discussion regarding the lack of explanation or details of aircraft given in response to complaints, it emerged that LMA's equipment did not have capability of plotting aircraft once en route. Apart from asking traffic controllers, air crew and airline operators, it was not possible to determine whether an aircraft had deviated from route.

8.7 The Chairman said most complaints had been about training flights, departures from Runway 10, and breaches of procedures. One break during the Virgin training sessions had been 15 minutes, not 30 minutes stipulated by the Supplementary S106 Agreement. No breaches had been recorded.

8.8 Trevor Herron had understood there would be new equipment to plot aircraft en route. Tony Freudmann said a new system had been budgeted for next year.

8.9 Gary Banks agreed to a request from Cliffsend Residents' Association that complaints from that locality be shown individually in future statistics.

9 HUSHKITTING PROGRAMME -MK AIRLINES

9.1 Mike Kruger said the MK fleet consisted of 3 x DC8 60 series, 4 x DC8 50 series, and 2 x 747 aircraft. The 3 x DC8 60 series and both 747s were Stage 3 compliant and would operate in and out of Manston for many years to come.

9.2 The 4 x 50 series DC8 aircraft needed upgrading to Stage 3.

9.3 A company in Burbank, California who had started a DC8 hushkitting programme 3 years ago had been hit by EU imposed rule as a result of which the second hand market had slumped, prices collapsed and orders for Burbank ceased. Although the programme was 90% complete, Burbank did not have the funds to carry out the remaining tests required to complete the programme. The Burbank company needed around 10 orders to hush kit aircraft to be able to continue. It was hoped that the necessary orders would materialise within 12 months.

9.4 The situation regarding MK Airlines' was than one DC8, banned from flying in UK/Europe operated in Lusaka/Zimbabwe, linking with a 747 to transport loads to UK. Another operated in Macau using a 747 to Luxembourg.

9.5 MK Airlines were in discussion regarding purchasing two Stage 3 compliant DC8 60 series aircraft to maintain the current level of freight delivery at Manston. The company hoped to acquire by the end of 2001 two 747 freighters to use Manston on a regular basis.

9.6 Mr Kruger stressed that only 18% of MK Airlines work used Manston, the majority being in Luxembourg, Liege and Amsterdam.. The newly acquired 747s would use routes in Luxembourg and the US as well as Manston.

9.7 The Stage 4 standard announced in the Press was currently under discussion with International Civil Aviation Organisation. The latest -as understood by Mr Kruger -was that from the year 2006, any new design of aircraft would require a 10 decibel reduction in sound below Stage 3. There would, he understood, be no phase out period. This meant that aircraft currently compliant with Stage 3 would be able to fly for many years to come.

9.8 Replying to Trevor Herron, Mr Kruger stated that unless the Burbank hushkitting programme continued, the two remaining stage 2 DC8s would be parked up and out of use.

10 ANY OTHER BUSINESS

10.1 There being no further business, the meeting closed .

11 DATE OF NEXT MEETING

11.1 Late September or October 2001, to be advised. Members of the public to be invited as observers. No question and answer session. Dennis Hart suggested that the press announcement of the meeting should include a list of local representatives.

MIN.JULY2001

INDEX

KIACC INDEX