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London Manston Airport A strategy for success Foreword by the Chief Executive The
publication of this strategic master plan marks another significant step in the
development of London Manston Airport. It sets out our vision of what this
Airport is likely to look like towards the end of the next decade. O. Iny Introduction London Manston Airport (LMA) is rapidly establishing itself in the eyes of the aviation industry as a reliable airport operator able to respond quickly to the growing needs of the industry. Background. In September 1999 LMA received its licence from the Civil Aviation Authority. Since then, it has confounded the ‘experts’ by exceeding the annual tonnage of cargo normally expected within the first five years of an operation. The annual tonnage of cargo passing through the Airport has risen from virtually nothing to a figure of some 35,000 tonnes. This is a reflection of LMA’s impressive ground handling capability, its competitive edge, and the pressures that cargo operators are already coming under as a result of a combination of capacity constraints at international airports and continuing growth in the air freight market. During that same period the Airport Authority has introduced a successful charter passenger operation involving MD11 flights from the United States of America connecting passengers to cruise operations from the port of Dover. This level of activity is set to continue over the next year and so provide the basis for further growth on completion of the new taxiway and apron in the autumn of this year. At the end of September 2000 the Airport Authority voluntarily entered into an Agreement with Thanet District Council under Section 106 of the Town and Country Planning Act. That Agreement requires, inter alia, that a master plan be produced indicating how the Airport is envisaged to develop over a period of 5,10 and 15 years. Strategic Master Plan This strategic master plan provides a framework within which coherent planning can and must take place. In that context the strategic master plan attempts to identify the key issues facing the development of the Airport if it is to achieve its identified growth potential. A key purpose of the plan is therefore to set in train the essential processes of dialogue and co-operation with the local and statutory authorities, regional offices and government departments, the communities involved and all other interested parties who have a role in facilitating development of the Airport and its associated infrastructure. For the Airport to achieve the potential that clearly it has, requires the expansion of facilities to provide the capacity to support realistic expectations, both for cargo and passenger traffic. Clearly, that requires careful planning. At the heart of that process must be a robust, thoroughly researched and realistic forecast of traffic growth. In the absence of such forecasts, it would not be sensible to consider possible future land use requirements at the Airport. Nor would it be possible to embark on a commercially viable programme of long term sustainable development for the Airport. To avoid the risks of speculative development and overprovisioning of capacity, a phased approach to the long term development of the Airport based on robust growth forecasts is therefore key to the long term success both of the Airport and to securing the economic benefits that such development brings to the region. To that end Arthur D. Little (ADL) was commissioned to provide a high-level plan for the development of the Airport well into the future. That work has, as expected, examined rigorously the implications for Manston of continuing passenger demand growth, on-going national and regional airport planning, trends in aviation, and growing road congestion in the south east of England. Particular attention has been given to surface transportation issues and environmental questions arising from the scale of growth anticipated. The resultant analysis and conclusions provide a sound basis and, importantly, a clear perspective of the opportunities as well as the challenges for Manston Airport. Capacity Needs Passenger Traffic During the period covered by this strategic master plan, LMA will be working to provide a capacity capable of supporting a demand figure of some 4 million passengers by 2010. Looking beyond that timeframe becomes more difficult to forecast. Largely independent of developments at other London airports, LMA expects to see continued growth in passenger traffic, with the level rising to at least 6 million passengers. If, however, the acknowledged shortage of capacity at London’s main airports persists until 2020,Manston certainly has the potential to attract 10 million passengers, and probably more. In that latter context, there would need to be a much faster and more substantial increase in investment in infrastructure at the Airport in terms of access, terminal and airside capacity than that currently assumed. Cargo Traffic In parallel with growth in passenger traffic, LMA will continue its very successful efforts to attract more cargo traffic. At present, the Airport manages an annual throughput of some 35,000 tonnes. Once the addition of the new taxiway and apron is completed this autumn, the Airport will have the capacity to begin increasing tonnage to an annual rate of some 70,000 tonnes by 2002. Thereafter, the annual throughput of cargo is expected to rise to a figure of at least 200,000 tonnes by 2005 with the availability of additional warehousing and apron space. Increasing use of international just-in-time delivery techniques, particularly in high tech growth sectors of the economy, suggests that demand may continue to grow at a similar level. In addition, there is evidence of UK-based companies trucking goods to and from continental airports. Freight traffic through Brussels, for instance, has grown considerably in recent years, a fact that likely reflects the pressure on capacity at the principal airports of southeast England. Indeed, both Heathrow and Gatwick have a presumption against dedicated freighter services operating at times of peak congestion. At both airports this now means most of the day. Also, there are indications that the proportion of freight carried in all-cargo flights will increase. Against that backdrop, and in the knowledge of the considerable interest being shown in LMA by established international cargo operators, LMA is confident of realising a potential for 350,000 to 400,000 tonnes a year by 2015. Economic Impact General The growth and development of LMA is seen as an increasingly important factor in the health of the local and regional economy. Over the years successive studies have confirmed that throughout Europe and North America, airports are important providers of jobs in their own right. Through the supply of high quality communication and distribution links they also have a vital role to play in sustaining and developing industry, commerce and tourism. It is clear that LMA has the potential to become one of the largest single generators of economic activity within the region, with an influence that spreads far beyond the creation of direct on-site job opportunities. Direct Employment Opportunities Research has also shown there to be a clear correlation between passenger throughput and onsite job creation, with typically 1,000 new jobs being created on site for every additional one million passengers, and a similar number of new jobs for every 100,000 tonnes of cargo. Although it is reasonable to expect that economies of scale and operating efficiencies from use of new and improved technologies may reduce those ratios, experience of other UK and European airports suggests that the ratio tends to hold good depending on the levels of on-site services, e.g. aircraft maintenance. The targets that LMA is working towards in respect both of passenger and cargo traffic suggests that by 2010 onsite employment at the Airport could provide some 6000 job opportunities. Indirect Employment Opportunities Although LMA is the largest single on-site employer (currently with some 130 employees) and likely to remain so, there are already 10 other companies based at the Airport. These range in size from the large companies of Modern Jet Support and Air Atlanta to small operators that employ only 4 or 5 people. Together, they employ over 250 people. Looking to the future it is reasonable to assume that the Airport will successfully attract new businesses ranging from airlines and tour operators to those providing passenger handling services, shops, hotels, air freight businesses and a whole host of maintenance and support activities. Of major importance is the wide range of jobs and skills – from highly technical to unskilled, and from full time to seasonal and part time. Such growth can make a significant contribution to the process of helping to attract inward investment, by providing a boost to indigenous industry and helping the region to capitalise on its tourism potential. Conversely it will require an increase on a regional basis in the levels of investment, skills and productivity to encourage the regeneration of urban areas. Surface Access General The development of good quality surface access links to an airport is important both from an operational and financial perspective, and is vital to its long-term success. Fast, high quality and convenient access is essential for the future development of LMA in order to improve passenger links from points throughout the southeast of England and beyond, and to provide the means to spread the wider regional economic benefits of the Airport’s development. It is important therefore that the potential for enhanced air traffic growth via good public transport links, especially rail, and good road links is properly understood . A good rail link is vital: first, because it meets the Government’s requirements for sustainable public transport; and, secondly, because it has the potential to give LMA a catchment extending to London and across much of the southeast region, which is key to the commercial sustainability of the Airport . The requirements for ground transportation links serving LMA are generated by departing and arriving passengers, the on-site working population, visitors, airport support activities and road freight movements. Given the importance of surface access to the long-term sustainability of the Airport, ADL was also commissioned to identify the opportunities and challenges of developing an integrated surface access plan to support the long-term development of the Airport. Rail Access Essentially, the conclusion reached is that rail access to LMA from London has potential to be considerably improved. Current rail services to Thanet comprise the line running from London, via Chatham, Herne Bay and Margate to Ramsgate, and the line from London, via Tonbridge, Ashford and Canterbury to Ramsgate. Generally, services to and from London are limited by an acute shortage of capacity, especially at peak hours. The speeds of operation of both lines are, to varying degrees, constrained by Permanent Speed Restrictions, and both would require major investment to remove or to reduce the impact of such constraints. Looking to the future, improvements planned as part of the CTRL project offer the prospect of reduced journey times, i m p r o v e d f r e q u e n cy of operation and improved comfort. At this stage in the actual development of the Airport, serious consideration will need to be given to establishing bus transfer services to take passengers from the nearest railway stations to the Airport. A number of options exist, and these will need to be examined closely in the context of establishing scheduled passenger operations. As to the mid-longterm and the requirements for improved and integrated road and rail access to LMA, a potential clearly exists for establishing a railway station at the Airport, a potential that should be exploited given its obvious benefits to all concerned. It is too early to suggest exactly what form this might take and how best it can be achieved. For the purpose of illustration only, we have included in our drawing for phase three of the Airport’s development the options of creating new lines either from the direction of the northwest or southwest and connecting on to Ramsgate. Close and effective consultation and co-ordination with the DETR and the local planning and highway authorities will be essential in taking forward these vitally important issues, and in ensuring that LMA’s traffic requirements are incorporated at an appropriate stage into future transport plans. Road Access Road access and capacity is assessed as being essentially adequate in relation to meeting forecast demand, but with improvements needed in the immediate approaches to LMA. More generally, there is the question of road access from the north of the Airport where improvements will be necessary over time if likely traffic demand is to be met. For the short-term we share concerns about the adequacy of the immediate road approaches to LMA. From the Mount Pleasant roundabout LMA is linked via the B2048, B2190 and B2050. Part of this route has already been upgraded to dual carriageway to facilitate access to Manston Park. Beyond that, road access is limited to single carriageway standard of varying widths. A stretch of the B2050 is signal controlled to allow aircraft movements to the north of the road along the existing taxiway. To the east of LMA the B2050 passes through the village of Manston, continuing from there to the junction with the A256 and then on to Ramsgate. Clearly, with LMA set to continue to expand there is a need to minimise the impact of additional road traffic to and from the Airport. To a limited extent that likely impact might be minimised by directing road freight traffic accessing LMA off the B2190 at a much earlier point and before it intersects with B2050. In a similar vein, there is also the potential, linked to the provision of new improved passenger handling facilities to re-direct airport-bound road traffic away from the intersection of the B2050 and the Manston Road, although that would entail closure of the B2050 between the intersection and the Manston Court Road. Those possibilities have been illustrated on the attached conceptual drawings. Obviously, eventual decisions can only be taken following a period of consultation with the local and statutory authorities. Airport Development To meet the targets identified for both passenger and cargo growth, LMA intends adopting a pragmatic and phased approach to the provision of airside facilities and supporting infrastructure. That approach will need to take proper account of commercial realities and, importantly, the environmental impact of possible development of the Airport. It is at this stage impossible to state how, other than in possible land use terms, the Airport might actually look over a period of 5, 10 and 15 years. A considerable amount of more detailed work is now required to determine the optimum siting of additional airside facilities to avoid hazarding the safety of airport operations. As important will be parallel work with the local and statutory authorities concerning the optimum road and rail access arrangements, and with the Environment Agency and other appropriate authorities to ensure that appropriate environmental controls are in place to support specific developments at the Airport. This strategic master plan has therefore had to confine itself to illustrating potential airport development on the basis of the attached conceptual drawings each addressing a five to six year development period. Of necessity, those drawings illustrate potential land use on the basis broadly of the capacities that would be required to realise the growth rates assumed. The theme running throughout is one of providing infrastructure and airside capacity in a timely manner to facilitate uninterrupted and sustainable growth. Those additional capacities are reflected in four key areas of potential development. Additional taxiway and apron space. The existing taxiway and apron arrangements date from the days when Manston was an operational RAF base and when the requirements for dispersed operations dictated the spread and location of aprons and connecting taxiways. Those arrangements are totally inappropriate to today’s commercial aviation requirements where the demands of safety, efficiency and effectiveness of operation call for concentrations of apron space and taxiways. Additional cargo and passenger handling facilities. To facilitate growth in cargo operations, additional warehousing facilities will be required both at the Airport and also Manston Park. At this stage it is difficult to determine exactly when the existing passenger terminal will reach saturation point, and thus when new facilities will be needed. Much will depend on the actual scheduling of passenger services and the volume of passengers transiting the terminal at any one time. That said the existing terminal probably has a finite capacity (without major reconstruction and refurbishment) which will, in all probability, not comfortably support more than an annual throughput of about 375,000 passengers. Aviation related buildings and facilities. As part of the contribution that LMA will play in attracting new investment and creating new job opportunities, and in that context reflecting ongoing efforts, the conceptual drawings assume the creation of hangar and aviation related facilities on land to the north of the B2050,commonly referred to as the Northern Grass. Additional Car Parking Facilities. With the advent of scheduled passenger traffic it will be important that appropriate provision is made for car parking within the Airport boundary. In addition, work is required, as part of a major siting exercise linked to supporting strategies for environmental safeguards and controls, and the provision of utilities, to determine the optimum long term locations for essential airside operations such as air traffic control, radar, and fuel facilities. Sustainable Development The strategic master plan is set against the backdrop of the Government’s recently published Air Transport Policy Consultation Document ‘The Future of Aviation’. Also, on-going work to look at all options for future development in the South East and East of England, ranging from the impact of no additional capacity provision other than that already in the planning system, to various options for additional capacity within the region. What is thus far clear is the Government’s keenness to encourage the growth of airports, provided that expansion is consistent with sustainable development principles, namely: The maintenance of high and stable levels of economic growth and employment: airports provide many job opportunities, both directly and indirectly, as well as facilitating growth in other industries. Social progress that recognises the needs of everyone: aviation brings benefits through employment, cultural exchange and opportunities for travel. Foreign travel and holidays are now within reach of a broad cross-section of the population for education, leisure, and visiting friends and families. Effective protection of the environment: aviation affects climate change, local air quality, noise levels, biodiversity, energy use, waste and water. There are also environmental effects associated with travel to airports. Prudent use of natural resources: aviation consumes many natural resources, and airport development can also involve significant land use and urbanisation of the surrounding area. Those same principles will underpin Wiggins’s own approach to the development of London Manston Airport. Environmental Issues LMA is entering a period of long-term sustainable development, in part linked to the economic regeneration of the region. The future growth underpinning that development will be dependent on the way in which LMA is able to manage its environmental impact on local communities and operate in an environmentally and socially acceptable manner. The on-going process of consultation with the local communities, and through the more formal vehicle of the Manston Airport Consultative Committee, has served to identify concerns and unease about the environmental effects of the Airport’s current and proposed operations. Many of those concerns, particularly as they relate to noise monitoring and control and pollution monitoring are already addressed in the Section 106 Agreement between Thanet District Council and Kent International Airport Plc. Looking to the future, the preparation of the Environmental Statement required under the terms of the Section 106 will require a process of identifying and assessing environmental effects, and then designing and implementing adequate control measures. This is a complex task. In order to provide a sound intellectual basis from which to proceed, ADL was commissioned to identify the key issues that must be addressed and the processes to be followed. During the following months, efforts will be focussed on quantifying and assessing the environmental impacts on the basis of the information in this strategic master plan. Particular attention will be given not only to noise, but also to ecological and habitat conservation, water and air quality, and the influences that will bear on the form and exact location of airport development. Way Ahead This Strategic Master Plan for LMA provides a framework for the future development of the Airport and illustrates Wiggins’ vision of what the Airport might look like during the course of the next 5,10 and 15 years. It is considered that the substance of this strategic master plan is very much in line with the policy and proposals of Kent County Council and Thanet District Council as reflected in their respective plans, including the Central Island Supplementary Planning Guidance prepared for Thanet District Council. Formally, the next stage is for Kent International Airport Plc to submit an Environmental Statement for consideration by Thanet District Council. That Statement is to be prepared by an independent recognised environmental consultant, and in the light of a Scoping Opinion provided by Thanet District Council. In providing a strategic framework for the long-term sustainable development of the Airport, this report raises a number of truly exciting and realisable opportunities that will be to the benefit not only of the long term future of the airport but to the wider community of which it is a part. But it has highlighted a number of areas where further work is required before clearly identified proposals can be submitted for formal consideration. That work will need to be drawn together by people expert in their field, and in parallel will need to involve a number of local and regional authorities, agencies and interested parties, and sensibly can only be taken forward as part of an evolving dialogue with those concerned. Publication of this strategic framework therefore serves to set in train a number of important parallel processes, all aimed at delivering a coherent and coordinated approach on the key issues of surface access, both road and rail, environmental controls, utilities provision and the infrastructure enhancements needed to facilitate the expansion of the Airport and the creation of new job opportunities, and all contributing to sustainable development for the region. 3 April 2001 |