Archived decisions
Hampshire County Council Cabinet 23 December 2002 The Future Development of Air Transport in the United Kingdom: A National Consultation Report of the Director of Environment |
Item 11 |
Contact: Lionel Newman, ext 6051
1. Summary
1.1 On 23 July 2002 the Secretary of State for Transport launched the regional consultation documents setting out a range of options for the future development of air services and airports in the United Kingdom over the next 30 years.
1.2 The report to the Environment Policy Review Committee on 4 December 2002, attached as Appendix 1, set out the key strategic issues for Hampshire outlined in the Department for Transport (DfT) consultations for the South East and the South West. The decisions sought below are in the main as supported by the Environment Policy Review Committee, as Appendix 2, with the exception of (iii), (iv), (v), (ix), (xii) and (xiii).
1.3 The following decisions are sought:
1. That the Department for Transport be informed that the County Council:
(i) welcomes the national consultation on `The Future Development of Air Transport in the United Kingdom';
(ii) requests that the Government undertake and publish environmental, health and infrastructure assessments on options that it details in the forthcoming White Paper on Aviation;
(iii) opposes further runways at Heathrow and Gatwick;
(iv) supports the need for a new 24 hour airport in the South East, subject to further demand assessment and examination of potential sites;
(v) is not in a position to comment on whether Stansted or a new airport proposal at Cliffe is the most appropriate location for growth proposals;
(vi) requests the preparation of an air cargo strategy for the United Kingdom;
(vii) would support measures to bring all significant developments at airports under planning control by abolishing the very substantial permitted development rights currently enjoyed by airports, in order to ensure that the off-site impact of proposals can be properly assessed and mitigation agreed before development proceeds;
(viii) welcomes the recognition of Southampton and Bournemouth International Airports as regional airports providing a valuable contribution to both the South East and South West regions;
(ix) welcomes the expansion of services from Southampton and Bournemouth International Airports subject to appropriate safety, environmental safeguards and mitigation measures, but is of the view that these two airports and associated infrastructure could not satisfactorily accommodate the additional demand that would arise if adequate capacity to meet demand were not provided at other South East airports;
(x) recommends that the complementary roles of Southampton and Bournemouth International Airports be recognised;
(xi) supports the recognition of the continuing role for both Farnborough and Blackbushe Airports in providing business aviation facilities and general aviation subject to appropriate safety, environmental safeguards and mitigation measures;
(xii) requests the Government acknowledges the needs of general aviation; and
(xiii) subject to the above, endorses the response of the Strategic Aviation Special Interest Group to the consultation as Appendix 2 of the Environment Policy Committee report.
2. That the County Council thanks the Strategic Aviation Special Interest Group for the work undertaken in preparing the detailed response to the consultation and informs it of the Council's response to the Department for Transport.
3. That the County Council informs the Bournemouth International Airport Consultative Committee, Southampton International Airport Consultative, Farnborough Airfield Liaison Committee and the Blackbushe Airport Consultative Committee of the response to the Department for Transport's consultation.
2. Reason
2.1 On 23 July 2002 the Government launched the regional consultation documents for the UK, comprising a full report and summary document. The consultation period ran to the end of November 2002 and the Department for Transport has therefore been provided with a draft response.
3. Other Options Considered and Rejected
3.1 Not to offer a response to the Department for Transport would reduce the County Council's influence on future aviation policy.
3.2 The report, attached as Appendix 1, was considered by the Environment Policy Review Committee on 4 December 2002 and its recommendations to Cabinet are attached as Appendix 2. With the exception of the key issues of future growth and expansion at Heathrow and Gatwick, these views are reflected in the recommendations.
3.3 On these two key aspects, the Director of Environment's comments on the Environment Policy Review recommendations are set out in section 3 below, and reflected in the foregoing recommendations.
4. Conflicts of Interest Declared by the Decision Maker or a Member or Officer consulted - None.
5. Dispensation granted by the Standards Committee - Not applicable.
6. Reason(s) for the Matter being dealt with if Urgent - Not applicable.
Approved by: ....................................... Date: ..................................
Councillor T K Thornber
7. Director of Environment's Comments
7.1 Changes to the recommendations on local airport issues agreed by the Environment Policy Review Committee are welcome additions to the response to the Department for Transport. However there are two that represent a shift in the County Council's position, namely in relation to expansion at Heathrow and Gatwick airports and the need for a new 24 hour operational airport in the South East.
7.2 The County Council has, over a number of years, been consistent in its objection to further expansion at Heathrow and Gatwick, whether new runways or terminals. On 18 October 1993 the former Planning and Transportation Committee considered the report "Aviation in South East England" which advised Members of the current situation regarding a fifth terminal at Heathrow Airport and responded to the Government's consultation on Runway Capacity to Serve the South East (RUCATSE.) In respect of the proposal for a fifth terminal at Heathrow, the Committee resolved:
"That the Airports Policy Consortium be advised that Hampshire County Council continues to support its present strategy and the County Council's concerns about the adverse impact on north-east Hampshire of the development of a fifth terminal at Heathrow should be included in the Consortium's representations at the Public Inquiry (now likely Spring 1995)."
7.3 Regarding the Government's consultation on RUCATSE, the Committee resolved:
"That the Department of Transport be advised that the County Council:
(i) opposes further development at Heathrow and Gatwick;
(ii) welcomes the rejection by RUCATSE of a new runway at Southampton (Eastleigh) Airport to which the County Council would be strongly opposed;
(iii) urges the Secretary of State to develop a policy for the long terms needs of aviation (including freight and general aviation) nationally and for the South East in particular."
7.4 The burden of disturbance from expansion at Heathrow and Gatwick, caused by additional surface transport growth and urbanisation, could create environmental and development pressures in North and East Hampshire which are unacceptable. The reasons for objection were highlighted in the Environmental Policy Review Committee report in paragraphs 5.5 to 5.7 and remain valid in responding to the Department for Transport consultation.
7.5 In the White Paper on integrated transport `A New Deal for Transport: Better for Everyone' the Government announced it would prepare an airports policy looking 30 years ahead. New policies on civil aviation would also be detailed in an air transport White Paper that would provide a policy framework for the future of aviation and airports in the UK.
7.6 In December 2000, as the first step in the development of this policy framework, the former Department of the Environment, Transport and the Regions published a consultation document on air transport policy in the UK - `The Future of Aviation'. The document examined the issues underpinning air transport policy and invited ideas and views on a range of aviation and airport issues. Paragraph 2.2 of the Environment Policy Review Committee report sets out the Planning and Transportation Committee consideration of the consultation and the Committee resolution in April 2000. The Committee endorsed the Strategic Aviation Special Interest Group (SASIG) response that "the solution in the South East, if sustainable, was likely to be the development of a new airport in a new location where 24 hour operation would be possible with minimal disturbance". Additional comments on business and general aviation were also submitted.
7.7 The demand for air transport in the South East around the year 2030 is likely to be at least 300 million passengers per annum (mppa). SASIG's position, based on technical analysis, is that this demand would best be met through maximum use of the existing runways at Heathrow, Gatwick, Stansted and Luton, supplemented with development of a new, purpose-built hub airport. Although the option at Cliffe in North Kent could provide for a new hub, SASIG considers that there may be better, new airport sites still requiring detailed examination. The development of a new 24 hour airport provides the opportunity to plan for growth and long-term capacity.
7.8 It is important that the County Council continues to support the SASIG approach for a new 24 hour airport in the South East in light of the Government's current forecasts and the statement that "doing nothing is not an option".
7.9 The consultation is also an opportunity to remind the Government that, as a result of expansion of regional airports, business and general aviation, including recreational flying, will find access to regional airports such as Southampton and Bournemouth increasingly restricted. It is important that the forthcoming White Paper addresses this issue.
Section 100 D - Local Government Act 1972 - background papers | |
The following documents disclose facts or matters on which this report, or an important part of it, is based and has been relied upon to a material extent in the preparation of this report. | |
NB the list excludes: | |
1. |
Published works. |
2. |
Documents which disclose exempt or confidential information as defined in the Act. |
TITLE |
LOCATION |
The Future Development of Air Transport in the United Kingdom: South East The Future Development of Air Transport in the United Kingdom: South West Response to the Department for Transport by SASIG |
Environment Department Environment Department Environment Department |
7638/LIN
APPENDIX 1
Hampshire County Council Environment Policy Review Committee 4 December 2002 The Future Development of Air Transport in the United Kingdom: A National Consultation Report of the Director of Environment |
Item 8 |
Contact: Lionel Newman, ext 6051
1. Summary
1.1 On 23 July 2002 the Secretary of State for Transport launched the regional consultation documents setting out a range of options for the future development of air services and airports in the United Kingdom over the next 30 years.
1.2 This report sets out the key strategic issues for Hampshire outlined in the Department for Transport (DfT) consultations for the South East and the South West and recommends a response. The attached plan shows the location of airports in the two regions.
2. Introduction
2.1 In the integrated Transport White Paper ` New Deal for Transport: Better for Everyone' (DETR, July 1998), the Government announced its intention to prepare a new UK airports policy looking some 30 years ahead and developed this within the framework of its sustainable development principles.
2.2 In December 2000, as a first step in the development of this policy framework, the former Department of the Environment, Transport and the Regions published a consultation document on air transport policy in the UK, `The Future of Aviation'. On 2 April 2000 the document was considered by the former Planning and Transportation Committee; the resolution was to endorse the detailed Strategic Aviation Special Interest Group (SASIG - Local Government Association) response to the consultation that the solution in the South East, if sustainable, was likely to be the development of a new airport in a new location where 24 hour operation would be possible with minimal disturbance, with additional comments on business and general aviation.
2.3 To support the production of the new White Paper, the Government commissioned a wide-ranging programme of studies including the South East and East of England Regional Air Service Study (SERAS). The objectives of SERAS were to understand the demand for and constraints on airports and air service development in the area over the next 30 years.
3. The Consultation Process
3.1 On 23 July 2002 the Government launched the regional consultation documents for Scotland, Wales, the North of England, the Midlands, the South West and the South East. The consultation report for Northern Ireland was published in mid August. The documents for each region comprise a full report and a summary report, in addition there are numerous supporting technical reports.
3.2 The consultation period runs to the end of November 2002. Responses to a detailed questionnaire are requested, with the opportunity for additional comment. The Government intends to publish a White Paper, setting the aviation policy for the next 30 years, in spring 2003. The new aviation policy will then be embodied in Regional Planning Guidance, on a region by region basis, as regional plans are reviewed and updated.
4. Government Consultation
4.1 The Government considers that airports and airlines are crucial to national prosperity. One-fifth of all international air passengers in the world are flying to or from the UK. Last year almost half of the population flew at least once - and well over half in London and the South East. Over two- thirds of visitors arrive by air. Around £60 billion of goods are exported by air. Nearly 8% of national income comes from exports of services, like finance and consultancy with aviation's contribution in 2000 worth £7.4 billion. Aviation supports directly 130,000 jobs in the South East and 3,500 jobs in the South West today, and could generate over 60,000 and 17,800 more jobs respectively over the next 30 years.
National - The Key Issues
4.2 Over the next 30 years, overall demand for air travel in the UK is expected to triple from 180 million passengers per annum (mppa) now to 500 mppa in 2030. In the South East, demand is expected to reach 300 mppa. With this demand, the current airport infrastructure will not be enough, even with more use of regional airports.
South East and East - Key Issues
4.3 Heathrow is currently a world class hub airport with 15 million international passengers transferring through the airport annually. Its two runways are full most of the day. Many airlines cannot get the runway slots they want to operate new services.
4.4 Gatwick's single runway is also full for much of the day; and Stansted's single runway is rapidly filling up, especially at peak hours.
4.5 The consultation asks:
(i) Is there a case for having at least one major hub airport in the UK? If so, where should this be? At Heathrow, which would mean an additional runway? At another existing airport? Or a new airport?
(ii) Where should any other new capacity be located?
(iii) What measures would be needed to control and mitigate the environmental impacts of any airport growth?
Airport Options
4.6 In the South East the possible airport development options put forward involve:
(i) Heathrow (one new short runway, parallel to the existing runways, close the M4);
(ii) Stansted (one, two or three new runways, all parallel to the existing one);
(iii) Luton (two options for a new runway to replace the existing one);
potential new sites at:
(iv) Cliffe in North Kent for a major hub airport with up to four main runways; and
(v) Alconbury in Cambridgeshire for a specialised freight/low cost airport.
4.7 The Government is not putting forward for consultation options for any new runways at Gatwick, to respect the legal agreement with the local authority that rules out construction of a new runway before 2019.
The Environmental Challenge
4.8 Expanding airports to meet new demand has to be managed carefully. The right balance has to be struck between the need to expand capacity, and the need to minimise and mitigate the environmental impact of any proposals, eg noise and air pollution, and compensate those affected by any development.
Airport Development up to 2030
4.9 The study looks at three possible combinations of airport development in the South East. The 'base case' used in the assessment is the maximum throughput assuming no development beyond what is already in the planning system, such as Terminal 5 at Heathrow. The 'maximum use' case assumes a longer runway/extra terminal capacity at Luton and increased terminal capacity at Stansted. The third scenario is a combination of runway development at major airports.
Other South East Airports (First Tier Airports)
4.10 Forecasts show that Southampton would attract overspill traffic from the main airports if more runway capacity is not provided in the South East, and even more if constraints are as severe as in the bad case. Demand would fall away sharply if capacity is provided at the main airports.
4.11 Upgrading the current runway to handle medium size planes and providing terminal and support facilities within the existing site boundary with a terminal capacity of 7 mppa would result in local highway congestion, aircraft noise and a reduction in local air quality over surrounding populated areas.
4.12 The table below shows the forecasts of demand at Southampton under two scenarios, one with the maximum use of existing runway capacity at the main airports (constrained) and one with three new runways at the main airports (high capacity).
Demand forecasts for Southampton (mppa)
Terminal passengers (mppa) |
Forecast use (constrained) |
Forecast use (high capacity) | |||
2000 actual |
2015 |
2030 |
2015 |
2030 | |
Southampton |
0.9 |
2.8 |
7.1 |
1.6 |
3.0 |
Note: Impacts of three runways (high capacity scenario) will depend on the particular combination of airport developments chosen, so the example above is illustrative. | |||||
Second Tier Airports
4.13 The seven second tier of airports considered included Farnborough. These sites were considered to have the runway and land suitable to support commercial aviation. At each site, the scale of possible development, the potential capacity and the main impacts and constraints were considered and an overall assessment made of the potential contribution of the airport at 2030. This assessment assumed that maximum use was made of existing runways at the South East airports but that no new runway capacity was provided in the region.
4.14 With Farnborough, no contribution was assumed because of significant planning constraints surrounding the type, number and size of aircraft which can operate. The airport operators having well developed plans for the continued development of the airport as a specialist business aviation facility.
Business Aviation
4.15 In 1997 business aviation activity in the South East - that part of General Aviation undertaken in owned or chartered aircraft for which the passenger's principal purpose is 'business' - was running at about 55,000 aircraft movements per year.
4.16 About half of the identified activity of business aviation was handled at five London airports: Heathrow, Gatwick, Stansted, Luton and London City. A further 40 percent at Farnborough, Northolt and Biggin Hill. Business aviation has relied to a large extent on a level of access to the major airports, that is set to decline at least over the next decade as capacity constraints cause the airports to focus on more valuable, commercial traffic. Studies have identified six sites where the forecast demand for business aviation and other General Aviation could be accommodated, these include Farnborough and Blackbushe in Hampshire.
Economic Benefits
4.17 The Government believes that providing additional capacity in the South East by 2030 would generate large economic benefits - up to £15 billion or more dependent upon the amount of capacity provided after taking account of the costs of the infrastructure, as well as additional benefits for UK airlines and for the wider UK economy.
Jobs
4.18 Aviation in the UK supports more than half a million jobs, of which nearly 160,000 are in the South East. The industry is a major employer in its own right, directly generating about 180,000 jobs, nearly one percent of the UK total. A similar number of people work in firms that supply goods and services to the industry. Additional airport capacity in the South East could add around 55,000-80,000 new jobs in the region.
4.19 Tourism is already a major contributor to the national economy. Two- thirds of overseas visitors arrive by air and forecasts suggest that the underlying demand for travel to the UK by foreign tourists is set to grow strongly.
Enabling More People to Fly
4.20 In 2000, 28 percent of air passengers to or from the UK started or finished their journeys in London and a further 25 percent was accounted for by the South East and Eastern regions. Providing additional capacity in the South East would serve that very strong local demand. Nevertheless the Government argues airport policy should make more use of regional airports like Manchester and Birmingham to cater for the demand for air travel to encourage the sustainable growth of regional airports so that they can meet as much as possible of the local demand for air travel.
4.21 Regional airports could benefit if they were able to grow while South East airports were constrained. They would, for example, 'claw back' passengers from the regions who would otherwise travel to the South East to fly. Some travellers from the South East would travel overland to use regional airports, particularly the more price-sensitive leisure travellers. However, with the more limited choice of destinations that will be viable from regional airports, the total number of air journeys by regional residents and visitors to the regions would be lower than it would be if capacity was provided in the South East as well.
Freight
4.22 Air freight in the UK doubled between 1969 and 1989 and then doubled again in the decade to 1999. Although air cargo represents only a small proportion by weight of total freight, the emphasis on high value goods means that aircraft carry about one-fifth of all UK exports of goods, by value. Around 70 percent of all air freight and parcels is carried in the baggage holds of passenger aircraft, rather than dedicated freight aircraft. Therefore, constraints on runway capacity also affect the air freight sector.
Environmental Impact
4.23 Aircraft emit greenhouse gases which cause climate change. New runway capacity would mean increased air travel leading to more emissions from both aircraft and increased travel to and from airports.
4.24 Under the terms of the Kyoto Protocol, the Government is working with the international aviation community to limit the impact of air travel on climate change, through improvements in technology and operational procedures.
South West - Key Issues
4.25 The consultation seeks to address a number of questions including:
(i) Should new airport capacity be provided in the South West, and, if so, how much and where? Should it be concentrated at one key airport, for example, Bristol, or spread amongst all airports?
(ii) Alternatively, should the South West continue to rely on airports outside the region, particularly in the South East, if so, should rail access be improved to airports outside the region?
Regional Forecasts
4.26 The consultation documents set out four scenarios for future air travel:
(i) Reference Case - Continuation of current policies, implying a mid-point level of demand, with substantial new capacity at South East airports;
(ii) South East Constrained Scenario - Constraint of demand in the South East, with consequent effects on surrounding airports (including Bournemouth);
(iii) UK-wide Constrained Scenario - No further airport capacity, above existing commitments, anywhere in the UK; and
(iv) Facilitating Growth Scenario - Complete removal of constraints and promotion of airport growth.
4.27 Sets of forecasts are given for each scenario. Compared with the present position, they envisage increases in passenger numbers over the next 30 years ranging from 46% (UK Constrained) to 181% (Facilitating Growth).
Draft South West Strategy
4.28 Some options might be adopted regardless of the selection of any one national policy approach; but others will be dependent upon the policy scenarios adopted. Some of the options are listed below:
4.29 General
(i) Plan to accommodate more of the South West demand but not overspill from other regions, making best use of existing infrastructure by expanding existing airports as necessary.
4.30 Infrastructure
(i) Extend runway at Bristol and allow for additional terminal and apron capacity at all airports.
(ii) Improve surface access at Bristol and Bournemouth (new access from A338) both by road and public transport (bus from rail head).
(iii) Take Bristol and Bournemouth out of green belt.
4.31 Services
(i) Support expansion of domestic and short haul European services at all airports, development of long-haul scheduled services from Bristol; expansion of charter operations from Bristol, Exeter and Bournemouth, development of inbound tourist-oriented services to Newquay.
Bournemouth International Airport
4.32 Based on passenger throughput at Bournemouth Airport of less than 0.3 mppa in 2000, the airport's runway length (2,272 metres) and approximate capacity (170,000 air transport movements) are sufficient to meet current demand. Planning approval has recently been secured for a new terminal of 8,400 square metres and this will provide increased capacity of up to 1.25 mppa and will also facilitate improved apron layout and enable new stands to be provided.
4.33 Adequate land is available within the site boundary to meet future development requirements up to 5-6 mpaa, which is more than sufficient to meet forecasts to 2030 under all scenarios except the scenario set out in paragraph 4.26 (ii). Under this scenario passenger throughput is forecast to rise to some 8.4 mppa and additional terminal and car parking facilities would need to be provided.
4.34 A further constraint is the capacity of the surrounding road network and the need for a new access road to the airport from the A338 road.
5. Director of Environment's Comments
National Context - South East
5.1 The Government clearly needs to take a long term view of aviation that enables all involved to have certainty over the location and direction of growth for the next 30 years. The County Council should welcome the DfT national consultation on `The Future Development of Air Transport in the United Kingdom'. The need for an Airports White Paper has been pursued by this Council through SASIG. However the Government undoubtedly faces a difficult task in finding an acceptable solution to meet forecast demand.
5.2 The use of UK air traffic forecasts by the Government does not necessitate a commitment to the "predict and provide" approach, but provides a starting point for assessment purposes. The additional airport capacity required has been identified if demand were to be met, either fully or partially. The positive and negative impacts of additional capacity are assessed by the Government to inform choices about the level of demand to be met.
5.3 The Government has made it clear that it is not prepared to accept a 'do nothing' scenario. That being the case and with over 50 percent of demand being from the South East and Eastern regions, the County Council should be prepared to support the need for a new airport to serve the South East at a location where 24 hour operations would be possible with minimal disturbance. Growth at regional airports should also continue subject to environmental considerations and improvements to minimise the environmental impacts.
5.4 Hampshire has not been party to all the debate, discussion and technical analysis that has led to the identification of Cliffe in North Kent as the preferred location for the new airport. However a new airport on the north Kent coast would not be well linked by surface access transport to those areas to the south and west of London. The consultation suggests Crossrail services could be extended to serve "Heathrow and areas to the west". This service will not provide the direct rail network connection required to serve the area to the south-west and west of the London area and similarly there are no specific strategic road improvements. There is nothing in the consultation to suggest quality surface access links from Hampshire and the South West region can be provided to Cliffe or indeed an expanded Stansted.
5.5 The Heathrow option in the current consultation is for a new 2,000 metres long runway north of the existing airport. This option would:
(i) increase capacity from 116 mppa to 128 mppa;
(ii) involve the construction of further terminals; and
(iii) exceed the air transport movements imposed as a condition of the Terminal 5 development.
In October 1993 the Planning and Transportation Committee resolved to advise the then DETR that the County Council "opposes further development at Heathrow and Gatwick". In February 1994 the County Council through the Airports Policy Consortium (predecessor to SASIG) objected to the fifth terminal at Heathrow on the grounds of increasing development pressure to the west of London, including north Hampshire. While it was recognised that some additional jobs would be available, Members considered that the benefit of these enhanced job opportunities did not outweigh the potential housing and infrastructure pressure in the north of the county.
5.6 The new rail and road infrastructure required to serve the maximum use scenario are according to the consultation "significant". While some specific infrastructure improvements are identified, the report admits that further work is required in order to quantify the level of surface transport investment required and the allocation of costs between airports and transport providers.
5.7 The provision of an additional runway at Heathrow would add to the development pressures to the west of London, including North Hampshire. While it should bring forward some positive transport improvements for the area such as the 'Airtrack' link between Terminal 5 and Staines, it would also bring forward potential negative impacts such as capacity problems on the M3, M4 and M25 motorways. Proposals for either a new airport at Cliffe or additional runways at Heathrow, Stansted, Luton or indeed Gatwick in the longer term will result in additional transport movements not just from Hampshire and its immediate area but also from the south-west.
5.8 The presence of Southampton, Bournemouth and Farnborough airports is an important factor in business location decisions and the sub-region's attractiveness and market appeal. They are significant sources of employment, at Southampton Airport. Some 600 people are directly or indirectly employed at the airport and it is estimated that a further 1,000 jobs support the airport activity. Bournemouth and Farnborough, again either directly or indirectly provide a considerable number of job opportunities for Hampshire residents.
Southampton International Airport (SIA)
5.9 Southampton International Airport fulfils a sub-regional role offering modern terminal facilities to its 850,000 passengers. A steady expansion of services has been achieved over the last 10 years and has provided a major contribution to the area's economy. The County Council has traditionally supported proposals to expand and enhance facilities at Southampton except where there are environmental, safety or transport implications. Subject to environment and transport implications of the additional passenger throughput to 2.5-3.0 mppa being addressed, the County Council should continue to support the airport owners in their efforts to enhance the airports sub-regional role. However the appropriate safeguards to protect the residential amenity of the communities affected by noise and disturbance arising from increased airport activity and measures to improve transport links to the airport will be required. This would be consistent with the views of the Southampton International Airport Consultative Committee whose response to the DfT is attached as Appendix 1 and should be supported by the County Council.
Farnborough and Blackbushe Airfields
5.10 It is already Government policy that Farnborough be retained for business aviation and the County Council is already committed to supporting the continued use of the airfield for the Society of British Aerospace Companies biennial show. The County Council is committed to supporting facilities at Farnborough for business aviation, and at Blackbushe Airport for general aviation subject to conditions that may be imposed by Rushmoor and Hart District Councils as the local planning authorities. This continuing support accords with the expectations in the consultation document.
Bournemouth International Airport (BIA)
5.11 The consultation considers the "cross-boundary" issues for the south-west including interaction of Bournemouth with Southampton. It states that the airports have a common catchment but their roles appear complementary since the physical infrastructure makes Southampton more suited to scheduled/business travel and Bournemouth to charter/leisure travel. The report also suggests that Bournemouth and Southampton both suffer from competition with Heathrow and Gatwick.
5.12 The County Council has always supported proposals to expand and enhance facilities at BIA, subject to environmental, safety and transport concerns being addressed. The airport is important to the sub-region and complements facilities and services at Southampton. BIA also provides considerable job opportunities for residents of Hampshire. For those reasons alone, the County Council should continue to support BIA. It is therefore regrettable that while the South West document looks at cross- boundary issues and supports the County Council's view of the BIA/SIA complementary roles, the draft South-West Strategy states that this region should not plan to meet any overspill from the South East.
6. SASIG Draft Response
6.1 SASIG's draft response to the consultation was considered at a meeting held on 1 November 2002. Following debate at the meeting, SASIG has subsequently amended some of its views to take into account points raised by several local authorities. The Executive Summary of SASIG's response is attached as Appendix 2. A full copy of the SASIG response is available in the Members' Room. Given the detail technical work undertaken by SASIG and its consultants in evaluating the DfT's consultation proposals, Members are recommended to support the majority of the views submitted by SASIG to the DfT.
6.2 The Government's consultation is an important part of the process in the preparation of the Airports White Paper that looks 30 years ahead. The County Council has supported SASIG for many years in its campaign for a long term aviation strategy for the UK. Planning for the next 30 years through the White Paper and Regional Planning Guidance should provide the reasonable planning horizon required to develop a UK airport strategy.
Recommendations
That the Executive Member for Environment be advised that:
1. The Department for Transport be informed that the County Council:
(i) welcomes the national consultation on `The Future Development of Air Transport in the United Kingdom';
(ii) opposes further runways at Heathrow and Gatwick;
(iii) supports the need for a new 24 hour airport in the South East;
(iv) is not in a position to comment on whether Cliffe or Stansted is the most appropriate location;
(v) welcomes the recognition of Southampton and Bournemouth International Airports as regional airports providing a valuable contribution to both the South East and South West regions;
(vi) welcomes the expansion of services from Southampton and Bournemouth International Airports subject to appropriate safety, environmental safeguards and mitigation measures;
(vii) recommends that the complementary roles of Southampton and Bournemouth International Airports be recognised;
(viii) supports the recognition of the continuing role for both Farnborough and Blackbushe Airports in providing business aviation facilities and general aviation subject to appropriate safety, environmental safeguards and mitigation measures; and
(ix) subject to (iv) above, endorses the response of the Strategic Aviation Special Interest Group to the consultation.
2. The County Council thanks the Strategic Aviation Special Interest Group for the work undertaken in preparing the detailed response to the consultation and informs it of the Council' response to the Department for Transport.
3. The County Council informs the Bournemouth International Airport Consultative Committee, Southampton International Airport Consultative, Farnborough Airfield Liaison Committee and the Blackbushe Airport Consultative Committee of the response to the Department for Transport's consultation.
Section 100 D - Local Government Act 1972 - background papers | |
The following documents disclose facts or matters on which this report, or an important part of it, is based and has been relied upon to a material extent in the preparation of this report. | |
NB the list excludes: | |
1. |
Published works. |
2. |
Documents which disclose exempt or confidential information as defined in the Act. |
TITLE The Future Development of Air Transport in the United Kingdom: South East The Future Development of Air Transport in the United Kingdom: South West Response to the Department for Transport by SASIG |
LOCATION Environment Department Environment Department Environment Department |
7384/LIN
APPENDIX 2
On 4 December 2002 the Environment Policy Review Committee resolved:
"That the Cabinet be advised that:
1. The Department for Transport be informed that the County Council:
(i) welcomes the national consultation on `The Future Development of Air Transport in the United Kingdom';
(ii) requests that the Government undertake and publish environmental, health and infrastructure assessments on options that it details in the forthcoming White Paper on Aviation;
(iii) questions the need for a new 24 hour airport in the South East;
(iv) is not in a position to comment on detailed growth proposals for Heathrow, Gatwick, Stansted or a new airport proposal at Cliffe;
(v) requests the preparation of an air cargo strategy for the United Kingdom;
(vi) would support measures to bring all significant developments at airports under planning control by abolishing the very substantial permitted development rights currently enjoyed by airports, in order to ensure that the off-site impact of proposals can be properly assessed and mitigation be agreed before development proceeds;
(vii) welcomes the recognition of Southampton and Bournemouth International Airports as regional airports providing a valuable contribution to both the South East and South West regions;
(viii) welcomes the expansion of services from Southampton and Bournemouth International Airports subject to appropriate safety, environmental safeguards and mitigation measures;
(ix) recommends that the complementary roles of Southampton and Bournemouth International Airports be recognised;
(x) supports the recognition of the continuing role for both Farnborough and Blackbushe Airports in providing business aviation facilities and general aviation subject to appropriate safety, environmental safeguards and mitigation measures; and
(xi) subject to the above, endorses the response of the Strategic Aviation Special Interest Group (SASIG).
2. The County Council thanks the Strategic Aviation Special Interest Group for the work undertaken in preparing the detailed response to the consultation and informs it of the Council's response to the Department for Transport.
3. The County Council informs the Bournemouth International Airport Consultative Committee, Southampton International Airport Consultative, Farnborough Airfield Liaison Committee and the Blackbushe Airport Consultative Committee of the response to the Department for Transport's consultation."