London Ashford Airport (Lydd) Call-In Inquiry Statement of Common Ground
PINS ref: APP/L2250/V/10/2131934 & APP/L2250/V/10/2131936
LPA ref: Y06/1647/SH (New Terminal Building), Y06/1648/SH (Runway Extension)
Statement of Common Ground between London Ashford Airport (Lydd), Natural England and the Royal Society for the Protection of Birds
February 2011
Final London Ashford Airport (Lydd) Call-In Inquiry Statement of Common Ground
February 2011
Indigo Planning Limited Swan Court Worple Road London SW19 4JS
Tel: 020 8605 9400 Fax: 020 8605 9401
[email protected] indigoplanning.com London Ashford Airport (Lydd) Call-In Inquiry Statement of Common Ground
Contents Page
1. Introduction 1
2. Site and Surroundings 3 Location 3 Existing Infrastructure 3 Surroundings 4 Ecological Designations 4
3. Planning History 6
4. Background to the Applications 7 Post validation submissions 9
5. Development Proposals 14 The Proposed Runway Extension 14 The Proposed Terminal Building 14 Restrictions 15
6. Assumptions in the Environmental Statements 16
7. Legislative and Planning Policy Framework 18 European Union Directives 18 European Commission Guidance 18 National Legislation 18 National Policy and Guidance 18 Development Plan 20 Emerging LDF Documents 21
8. Agreed areas of common ground and matters in contention 22 A. Effects of the Applications on the Dungeness to Pett Level Special Protection Area (SPA) 22 B. Effects of the Applications on the Dungeness Special Area of Conservation (SAC) 23 C. Proposed Ramsar site and proposed extension and additions to the SPA 24 D. Effects of the Applications on the Dungeness to Pett levels Site of Special Scientific Interest (SSSI) and Protected Species 24
9. Summary 27
London Ashford Airport (Lydd) Call-In Inquiry Statement of Common Ground
Appendices
Appendix 1 Site Location Plan
Appendix 2 UK AIP Plan of the Airport’s infrastructure
Appendix 3 1950s historical photographs and the Airport’s CAA licence
Appendix 4 CAA Extract from the Economic Regulation of Airports
Appendix 5 Historical CAA data
Appendix 6 Email from the CAA regarding Pond A
Appendix 7 2009 ATC Log
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1. Introduction
1.1. This Statement of Common Ground (SCG) is between London Ashford Airport Limited (the Applicant), Natural England (NE) and the Royal Society for the Protection of Birds (the RSPB). This SCG deals with matters agreed between the Applicant and NE and the RSPB in relation to planning applications for a runway extension (Application Ref. Y06/1648/SH) and a new terminal building (Application Ref. Y06/1647/SH) (together the Applications).
1.2. Separate SCGs have been agreed between the Applicant and Shepway District Council (the Council) and are in the process of being agreed between the Applicant and other Rule 6 Parties. The purpose of these SCGs is to narrow down and clarify the issues in dispute between the parties to ensure that the call-in inquiry can be conducted as efficiently as possible.
1.3. Section 8 of this SCG sets out the agreed ecological and ornithological matters that are in contention between the parties.
1.4. Since the parties exchanged their respective Statements of Case, the parties have been in discussions with the aim of reaching agreement on a range of issues. As a result of these discussions, NE no longer intends to call an air quality witness at the Inquiry as previously stated in the first bullet point of paragraph 4.5 of NE's Statement of Case dated September 2010. In addition, a Supplementary SCG has been agreed between the Applicant’s Air Quality witness and NE’s Air Quality witness. NE and the Applicant are currently in discussion in relation to appropriate wording for a S106 obligation to cover nitrogen deposition. Similarly, it is expected that the ecology experts from the Applicant and NE will be able to agree a supplementary SCG on Great Crested Newts before the hearing of evidence on ecology by the Inquiry.
1.5. The matters which have been agreed between the Applicant, NE and the RSPB include but are not limited to the following:
a) a description of the site and surroundings (Section 2),
b) a summary of the planning history for the site (Section 3),
c) the background to the Applications (Section 4),
d) a description of the proposals pursuant to the Applications (Section 5),
e) key assumptions in the Environmental Statements (Section 6);
f) the relevant planning policy framework (Section 7), and
g) agreed matters in contention (Section 8)
1.6. This SCG is prepared jointly and agreed by:
Signed: Date:
Indigo Planning Ltd (on behalf London Ashford Airport Limited)
London Ashford Airport (Lydd) Call-In Inquiry Statement of Common Ground between LAA, Natural England and the RSPB
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Signed: Date:
Natural England
Signed: Date:
The Royal Society for the Protection of Birds
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2. Site and Surroundings
2.1. The following description of the application site and surroundings is agreed between the Applicant, NE and the RSPB.
Location
2.2. The application site is located at London Ashford Airport, Lydd, Kent (the Airport). The Airport is an existing and operational Airport located on the Dungeness peninsula approximately 2km to the east of the town of Lydd. A site location plan is provided at Appendix 1.
2.3. Other towns in the area include New Romney (2km to the north) and Rye (14km to the west). To the east of the Airport are the coastal settlements of St Mary's Bay (6km north east), Littlestone-on-Sea (3km north east), Greatstone-on-Sea (1km to the north east) and Lydd-on-Sea (2km south east). There are a number of properties in the immediate vicinity of the Airport but the nearest town is 2km from the Airport.
2.4. The Airport is located some 25km from Junction 10 of the M20 and has links to London, Ashford and other towns in the South East. The Airport access road is reached via the B2075 (Romney Road) and the A259 near Brenzett. The A259 connects the Airport to Hastings and Rye in the west and Hythe, Folkestone and Dover in the east. The Airport is located approximately 28km from Ashford.
Existing Infrastructure
2.5. The existing Airport covers an area of approximately 132ha. The Airport consists of an existing operational runway which may be approached from either direction. The runway designations are 03 for an approach from the southerly direction and 21 from the northerly direction, as shown on the UK Aeronautical Information Publication (AIP) map shown at Appendix 2.
2.6. The existing terminal building, built in 1954, accommodates a range of facilities such as offices, customs, security, restaurant and bar. Other existing infrastructure at the Airport includes car parking, maintenance hangars, an Air Traffic Control Tower, fire-fighting services and fuel storage.
2.7. The Airport has been operational since the 1950s, as shown on the verified photographs at Appendix 3 and is presently licensed to operate as an aerodrome pursuant to Civil Aviation Authority (CAA) Aerodrome Licence No. P858 (Date of Issue: 10 March 2008). A copy of the Licence is also contained at Appendix 3.
2.8. The CAA is responsible for the economic, technological and operational regulation of the civil air transport industry. Aerodromes must abide by CAA requirements to assess and to manage risk to aircraft safety from bird populations at or near to the airfield.
2.9. The Applicant is a "Relevant Airport Operator" under the Airports Act 1986, which confers on the Airport the status of a statutory undertaker. Therefore, the Airport benefits from permitted development rights under Part 18 of the Town and Country Planning (General Permitted Development) Order 1995. The relevant supporting information is enclosed at Appendix 4.
2.10. Historically, when the Airport was owned by Silver City, the Airport accommodated, in its existing terminal building, over 250,000 passengers per annum. The historical CAA data shows that the Airport had a throughput of 261,195ppa in 1959 and 254,954ppa in 1961. Extracts of the CAA historical data are included at Appendix 5. The current annual
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throughput is 3,000ppa (CD 1.17).
2.11. NE and the RSPB do not contest that in addition to fixed-wing aircraft movements, the Airport accommodates helicopter movements and has historically accommodated approximately 1,200 helicopter movements per annum (as set out at paragraph 3.5.2 of CD1.17).
2.12. NE and the RSPB do not contest that the Airport maintains its capability to provide both scheduled and private services, and is licensed for the take-off and landing of aircraft, including at night. However, without the runway extension, an aircraft the size of Boeing 737s cannot take off with a full payload.
Surroundings
2.13. Approximately 5km to the south of the Airport lie Dungeness Nuclear Power Stations A and B. Dungeness A ceased commercial operations in December 2006 and is currently undergoing its decommissioning programme by Magnox South Limited, whilst Dungeness B (owned by British Energy, (EDF Energy) is scheduled to begin decommissioning in 2018.
2.14. NE and the RSPB do not contest that there are two military areas (which are not always active) and one restricted area around the Airport which have been in place for many years:
• the Lydd military firing range danger area is located approximately 2.3km to the west of the Airport. The danger area is to a height of 4,000 feet; and
• the Hythe military firing range danger area is located approximately 10km to the north of the Airport. The danger area is to a height of 3,200 feet.
2.15. NE and the RSPB do not contest the Applicant’s position that the Dungeness nuclear power stations restricted flying area is located approximately 3.5km to the south of the Airport and restricts all aerial activities for a 2 nautical mile radius around the power stations to a height of 2,000 feet. Traffic arriving and departing from the Airport has an exemption which means that the restricted area is reduced to a 1.5 nautical mile radius around the power stations.
Ecological Designations
2.16. There are a number of ecological designations in the vicinity of the Airport, namely:
European Protected Sites
(i) the boundary of the Dungeness Special Area of Conservation (SAC) is located to the east of the existing runway. The proposed paved runway extension is partly within the SAC. The area within the SAC is 0.23 hectares (the total area of the SAC is 3223.56ha). Core Documents 14.5 and 14.6 contain the SAC citation; and
(ii) the boundary of Dungeness to Pett Levels Special Protection Area (SPA) is located approximately 750m east and 500m south of the existing runway and approximately 550m east and 200m south of the Airport boundary. NE and the RSPB’s position is that there would be no direct land loss within the SPA as a result of the Applications. The Applicant agrees this is correct but the Applicant also considers there would be no indirect land loss and there is no land subject to development within the SPA as a result of the Applications. The extent of the SPA and the citation is contained in Core Documents 14.3 and 14.4.
Proposed European Protected Sites
(i) NE on behalf of Defra has recently consulted upon an extension to the Dungeness to Pett Levels Special Protection Area (pSPA) which proposes an SPA boundary which would be closer to the Airport (the boundary of which is located approximately 700m
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east and 270m south of the existing runway, and 550m east and 40m south of the Airport boundary) (based on the pSPA boundary currently being consulted upon). NE and the RSPB’s position is that there would be no direct land loss within the pSPA as a result of the Applications. The Applicant agrees this is correct but the Applicant also considers there would be no indirect land loss and there is no land subject to development within the pSPA as a result of the Applications. Core Documents 14.7 and 14.8 contain the pSPA citation and proposed boundaries; and
(ii) NE on behalf of Defra has recently consulted on a proposed Ramsar (pRamsar), the boundary of which is within the Airport boundary. NE and the RSPB’s position is that there would be no direct land loss within the pRamsar as a result of the Applications. The Applicant agrees this is correct but the Applicant also considers there would be no indirect land loss and there is no land subject to development within the pRamsar as a result of the Applications. (based on the pRamsar boundary currently being consulted upon). The extent of the proposed boundary and the citation is contained in Core Documents 14.9 and 14.10.
National Protected Sites
(iii) the Dungeness, Romney Marsh and Rye Bay Site of Special Scientific Interest (SSSI) extends to land within the Airport boundary and runs up to the existing runway. The proposed runway extension would include an area of land within the SSSI (1.62ha). The total area of the SSSI is 9,090.00 ha. Core Documents 14.1 and 14.2 contain the citation and boundary map.
National Nature Reserve
(i) the boundary of the Dungeness National Nature Reserve is located approximately 2 metres to the south eastern boundary of the Airport.
RSPB Reserve
(i) the boundary of the RSPB Dungeness Reserve is situated 320 metres (at the nearest point) from the existing runway and 2m (at the nearest point) from the Airport boundary. The Reserve is covered by the SPA, pSPA (in part), SAC, pRamsar, SSSI and NNR areas (see above).
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3. Planning History
3.1. The following elements of planning history are agreed by NE and the RSPB.
3.2. The first formal consents for infrastructure at the Airport were applied for in 1988.
3.3. On 24 September 1992 the then Secretary of State (SoS) granted planning permission, subject to conditions, following a call in inquiry, for a 296m x 37m concrete extension to the existing runway at the Airport, extending the runway in a northern-easterly direction. A copy of the SoS's decision is attached to the SCG between the Applicant and the Council (CD4.1).
3.4. This permission:
• Permitted the extension of the runway by 296 metres x 37 metres in a north easterly direction (the dimensions and the direction are the same as proposed under the Applications);
• was subject to a cap of 56,000 movements per annum;
• was subject to a cap of 600 helicopter movements; and
• would have limited the hours of takeoff and landing to between 0630 and 2300 hours except for winter Sundays and Bank Holiday when the hours would have been reduced to between 0800 and 2230 hours.
3.5. The 1992 permission was not implemented by the Applicant and has expired.
3.6. In 1997, a runway extension was again applied for by the Applicant. However this application was never determined.
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4. Background to the Applications
4.1. NE, the RSPB and the Applicant agree that the following background documents to the Applications were submitted to Shepway District Council.
The Applications
4.2. In December 2006, the Applicant submitted two planning applications for a new terminal building and runway extension at the Airport, which were registered by the Council on 22 December 2006 and given reference numbers Y06/1647/SH and Y06/1648/SH respectively (the Applications).
4.3. A site location plan is provided at Appendix 1.
4.4. The descriptions of development are:
“Construction of a 294 metre runway extension together with an additional 150 metre starter extension" (Y06/1648/SH)
“Erection of a terminal building, capable of processing 500,000 passengers per annum" (Y06/1647/SH)
4.5. There are 223 existing car parking spaces at the Airport, located in front of the terminal building. The Applications include an additional 287 car parking spaces to be provided on existing hardstanding associated with the runway extension, with a further 352 car parking spaces to be provided when the terminal building is operational (total new car parking provision being 639 spaces). This would provide a total of 862 car parking spaces at the Airport when both developments are completed.
4.6. At a Special Meeting of the Council on 3 March 2010, Members voted to grant planning permission for the Applications (voting: 27 For, 12 Against and 2 Abstentions) subject to conditions and the completion of a section 106 agreement.
4.7. Chapter 5 of this SCG describes in more detail the nature of the Applications.
4.8. The following documents were submitted by the Applicant to the Council:
Letters and Forms
• Application Cover Letter and Application Form for Proposed Runway Extension, dated 15 December 2006
• Application Cover Letter and Application Form for the Proposed Terminal Building, Dated 15 December 2006
• Cover letter, dated 2 April 2007 and Ownership Certificate, dated 3 April 2007 (both applications Y06/1647/SH & Y06/1648/SH)
Planning application Drawings, prepared by Parsons Brinkerhoff:
Runway Extension:
• Existing Runway – Dwg ref: FSB92590A/204;
• Site of Proposed Runway Extension – Dwg ref: FSB92590A/205;
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• Existing Runway with Proposed Extension – Dwg ref: FSB92590A/206;
• Proposed Runway Extension General Arrangements – Dwg ref: FSB92590A/207; and
• Site Plan – Dwg ref: FSB92590A/PL0018 Rev B.
Terminal Building:
• Location Plan – Dwg ref: FSA92590A/PL001 Rev B;
• Proposed Site Plan – Dwg ref: FSA92590A/PL002 Rev B;
• Proposed Site Plan – Dwg ref: FSA92590A/PL003 Rev B;
• Proposed Ground Floor Plan – Dwg ref: FSA92590A/PL004 Rev B;
• Proposed Part Ground Floor plan – Dwg ref: FSA92590A/PL005 Rev B;
• Proposed Part Ground Floor Plan – Dwg ref: FSA92590A/PL006 Rev B;
• Proposed First Floor Plan – Dwg ref: FSA92590A/PL007 Rev B;
• Proposed Part First Plan – Dwg ref: FSA92590A/PL008 Rev B;
• Proposed Part First Plan – Dwg ref: FSA92590A/PL009 Rev B;
• Proposed Part Plant Level Plan – Dwg ref: FSA92590A/PL010 Rev B;
• Proposed Roof Level Plan – Dwg ref: FSA92590A/PL011 Rev B;
• Existing Site Sections – Dwg ref: FSA92590A/PL012 Rev B;
• Proposed Site Sections – Dwg ref: FSA92590A/PL013 Rev B;
• Proposed Elevations – Dwg ref: FSA92590A/PL014 Rev B;
• Proposed Elevations – Dwg ref: FSA92590A/PL015 Rev B;
• Proposed Elevations – Dwg ref: FSA92590A/PL016 Rev B; and
• Site Plan – Dwg ref: FSA92590A/PL017 Rev B.
Supporting Documentation
• Terminal Development Transport Assessment (December 2006);
• Runway Extension Transport Assessment (December 2006);
• Terminal Building Planning Statement (December 2006);
• Runway Extension Planning Statement (December 2006);
• Stakeholder Consultation Strategy (December 2006);
• Architectural Design and Access Statement (November 2006);
• Flood Risk Assessment Report for the Proposed Terminal Construction (December 2006); and
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• Airport Safety Management Document relating to the Planning Application for a Runway Extension and a New Terminal Building (December 2006).
4.9. An Environmental Statement and a Non Technical Summary were submitted with the Applications.
Environmental Statements
• Terminal Building Environmental Statement (December 2006)
• Terminal Building Environmental Statement - Non Technical Summary (December 2006)
• Terminal development - Figures
• Runway Extension Environmental Statement (December 2006)
• Runway Extension Environmental Statement - Non Technical Summary (December 2006)
• Runway Extension ES Figures and Plates
Post validation submissions
4.10. The following supplementary information was submitted by the Applicant to the Council post validation of the Applications and was subject to public consultation:
2007 Response to Consultation, Supplementary Environmental Information and Statement to Inform
• Cover Letter detailing 2007 submission, dated 9 October 2007;
• Response to Consultation, Volume 1 of 4 (October 2007);
• Non-Technical Summary, Volume 2 of 4 (October 2007);
• Technical Appendices, Volume 3A of 4 (October 2007):
- Landscape and Visual Amenity (Runway and Terminal);
- Supplementary Information on Socio- Economic Impacts;
- Bird Hazard Control Programme (Runway and Terminal);
- Air Quality Impact Assessment (Runway and Terminal);
- Ambient Air Quality Monitoring, January 2007;
- Air Quality Derived Predicted Impacts Table;
- Invertebrate Surveys of Drainage Ditches and Runway Extension Footprint;
- Over wintering Bird Survey 2006/2007;
- Predicted Noise Impacts on Bird Species of Conservation Importance (Runway and Terminal);
- Design Statement for Terminal Building Roof Design;
- Sustainability Initiatives incorporated into Terminal Building;
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- Travel Plan;
- B737 Trial Flight Report, February 2007;
- Transport Assessment Data;
- Figure 7.3 from Terminal Building Transport Assessment;
- Swept Path Analysis Plans- Terminal Building; and
- Preliminary Layout Plan for Hammonds Corner Improvements.
• Technical Appendices, Volume 3B of 4 (October 2007)
- Schedule of Mitigation Measures;
- Geomorphologic Assessment for the Proposed Runway Extension; and
- Community Noise Impacts (Runway and Terminal).
• Statement to Inform, Volume 4 of 4 (October 2007)
- Statement to Inform on the Predicted Impacts from the Proposed runway extension at LAA on the Dungeness to Pett Level SPA (Runway and Terminal);
- Statement to Inform on the Predicted Impacts from the runway extension at LAA on the Dungeness SAC (Runway and Terminal);
- Statement to Inform on the Predicted Impacts from the Proposed New Terminal Building at LAA on the Dungeness to Pett Level SPA (Runway and Terminal); and
- Statement to Inform on the Predicted Impacts from the Proposed New Terminal Building at LAA on the Dungeness SAC (Runway and Terminal).
2008 Supplementary Information and Supplementary Environmental Information
• Cover letter detailing purpose and content of 2008 submission package, dated 18 August 2008
• Application Drawings:
- Proposed Site Plan – Dwg ref: FSA92590A/PL002 Rev D;
- Proposed Site – Dwg ref: FSA92590A/PL003 Rev C;
- Proposed Ground Floor Plan – Dwg ref: FSA92590A/PL004 Rev C;
- Proposed Part Ground Floor Plan – Dwg ref: FSA92590A/PL005 Rev C;
- Proposed Part Ground Floor Plan – Dwg ref: FSA92590A/PL006 Rev C;
- Proposed First Floor Plan – Dwg ref: FSA92590A/PL007 Rev C;
- Proposed Part First Floor Plan – Dwg ref: FSA92590A/PL008 Rev C;
- Proposed Part First Floor Plan – Dwg ref: FSA92590A/PL009 Rev C;
- Proposed Plant Level Plan – Dwg ref: FSA92590A/PL010 Rev C;
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- Proposed Roof Level Plan – Dwg ref: FSA92590A/PL011 Rev C;
- Proposed Site Sections – Dwg ref: FSA92590A/PL013 Rev C;
- Proposed Elevations – Dwg ref: FSA92590A/PL014 Rev C;
- Proposed Elevations – Dwg ref: FSA92590A/PL015 Rev C;
- Proposed Elevations – Dwg ref: FSA92590A/PL016 Rev C;
- Comparison or Original submitted Sections and the Current Proposal – Dwg ref: FSA92590A/PL019 Rev A;
- Comparison of Original submitted Sections and the Current Proposal – Dwg ref: FSA92590A/PL020 Rev A;
- Comparison of Original submitted Elevations and the Current Proposal – Dwg ref: FSA92590A/PL021 Rev A;
- Comparison of Original submitted Elevations and the Current Proposal – Dwg ref: FSA92590A/PL022 Rev A;
- Comparison of Original submitted Elevations and the Current Proposal – Dwg ref: FSA92590A/PL023 Rev A;
- Proposed Material Examples – Dwg ref: FSA92590A/PL024 Rev A; and
- Proposed Material Examples and Fixtures – Dwg ref: FSA92590A/PL025 Rev A.
• Overview and Planning Policy Update, Volume 1 of 8 (August 2008)
• Non Technical Summary and Revised Schedule of Mitigation Measures, Volume 2 of 8 (August 2008)
• Revised Design and Access Statement (Terminal Building), Volume 3 of 8 (August 2008)
• Landscape Strategy, Volume 4 of 8 (August 2008)
• Lighting Impact Assessment, Volume 5 of 8 (August 2008)
• Supplementary Environmental Information, Volume 6 of 8 (August 2008)
- Invertebrates;
- Extended Phase 1 Habitat Survey & Assessment of Hammonds Corner;
- Impact on Designated Sites, Drainage Ditches and Great Crested Newts;
- Ornithology;
- Biodiversity Action Plan;
- Construction Environmental Management Plan (Runway Extension); and
- Sewerage Report.
• Supplementary Environmental Information, Volume 7 of 8 (August 2008)
- Noise Study (Runway and Terminal);
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- Air Quality and Human Health;
- Nitrogen Deposition (Runway and Terminal); and
- Carbon Management Report.
• Supplementary Environmental Information, Volume 8 of 8 (August 2008)
- Transport Assessment Additional Analysis; and
- Revised Outline Travel Plan.
• Geomorphological Assessment for the Proposed Runway Extension at Lydd Airport (September 2008)
March 2009 Supplementary Information
• Cover letter detailing the purpose and content of 2009 submission package, dated 11 March 2009
• Overview of Applications and Supporting Material, Volume 1 of 5 (March 2009)
• Non Technical Summary, Volume 2 of 5 (March 2009)
• Supplementary Information, Volume 3 of 5 (March 2009)
- Socio-Economic Update 2009 (Runway and Terminal); and
- Aircraft Crash Risk to Dungeness Nuclear Power Stations (Runway and Terminal).
• Supplementary Information, Volume 4 of 5 (March 2009)
- Community Noise Assessment (Runway and Terminal)
• Supplementary Information, Volume 5 of 5 (march 2009)
- Surface Water Drainage Supply (Runway); and
- Proposed Foul Water Solutions (Terminal)
December 2009 Response to Shepway District Council’s Letter dated 15 October 2009
• Cover letter detailing the purpose and content of 2009 submission, dated 11 December 2009
• London Ashford Airport (Lydd) Response to Shepway District Council’s Letter dated 15 October 2009 (December 2009)
• London Ashford Airport (Lydd) Response to Shepway District Council’s Letter dated 15 October 2009 – Technical Appendices (December 2009)
- Appendix 1: Legal Advice Note;
- Appendix 2: Figure 1 Runway Extension and the SAC;
- Appendix 3: Airfield Biodiversity Action Plan;
- Appendix 4: LAA Nitrogen Deposition Assessment ;
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- Updated Response to the Cresswell Report on Air Quality;
- Appendix 5: Short Study: The Impact of On-Airport Bird Control; Activities;
- Appendix 6: Updated Bird Control Plan; and
- Appendix 7: Water Vole Survey at Hammonds Corner.
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5. Development Proposals
5.1. The following outline of the development proposals is not contested by NE and the RSPB.
The Proposed Runway Extension
5.2. The runway extension involves the extension of the existing north-east to south-east runway by 294m of additional pavement to its north-easterly end, taking its length from 1,505m to 1,799m. A further 150m starter extension is also applied for. As required by CAA rules, the Airport will provide a Runway End Safety Area (RESA) (being a safety area in the event of undershooting or overrunning the runway) of approximately 240m (150m of the RESA overlaps with the 150m starter extension) and a Clear and Graded Area of 105m width (from the runway centre line) either side of the runway extension.
5.3. The starter extension would provide larger aircraft with an extra stretch of asphalt for takeoff but would not be used for landing.
5.4. Only the runway extension, the starter extension and the 150m of the RESA which overlaps with the starter extension consist of hard paving. The remaining 90m of the RESA and the Clear and Graded Area would be areas of semi-improved grassland. These areas would also be kept clear of obstacles and would require grass maintenance, as required by the CAA.
5.5. The proposed runway extension would enable the larger aircraft (for example B737s) to take off with full payloads. Passenger numbers would be capped at 300,000 passengers per annum (i.e. 150,000 outbound and 150,000 inbound passengers) under the runway extension permission.
5.6. A total of 287 car parking spaces would be provided on existing hardstanding in association with the runway extension. This is in addition to the existing car parking provision at the Airport. These car parking spaces are proposed to be managed by a Car Park Management Scheme. In addition, the Airport would implement a Travel Plan and a Shuttle Bus service which would be secured in a Section 106 Agreement.
5.7. The runway extension proposal would be made up of approximately 1.04ha for the runway extension, 0.58ha for the starter extension, 2.23ha for the RESA and 9ha for the Clear and Graded Area.
The Proposed Terminal Building
5.8. The new terminal building would be located on an existing area of hardstanding adjacent to Bravo Apron. 352 car parking spaces associated with the new terminal building would be provided on existing hardstanding. This would bring the total new car parking provision to 639 spaces, which would be in addition to the existing car parking provision at the Airport. These car parking spaces are proposed to be managed by a Car Park Management Scheme. In addition, the Airport would implement a Travel Plan and a Shuttle Bus service which would be secured in a Section 106 Agreement.
5.9. The new terminal building would allow a maximum throughput of 500,000 passengers per annum (i.e. 250,000 outbound and 250,000 inbound passengers per annum). The new terminal building would consist of two principal ‘volumes’ (comprising 7,666m2 gross external area) and include a check-in area, departure lounge, arrivals lounge, baggage reclaim, ancillary retail, security, ancillary offices and staff area.
5.10. With the new terminal building and runway extension, the Environmental Statements
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submitted with the Applications assessed 44,895 aeroplane movements per annum, which represents 123 movements per day. However, it is proposed that the number of aeroplane movements be capped at 40,000 movements per annum (excluding any emergency, military and Governmental movements and the Air Show) should planning permission be granted.
5.11. As set out in the Terminal Building Environmental Statement (CD1.14), based on the 500,000 passengers per annum scenario, there would be approximately 18 scheduled aeroplane movements per day (defined as either an aircraft landing or take-off), with the remaining number of flight movements comprised of light propeller-driven aeroplane and small executive jets. These are the likely anticipated movements as set out in the Environmental Statement.
Restrictions
5.12. The Airport proposes, inter alia, the following planning restrictions in relation to the Applications which do not currently exist at the Airport:
(a) No night time flying ( i.e. between 23.00 and 07.00 hours except in relation to any emergency, military and Governmental movements);
(b) A cap on passenger numbers (with just the proposed runway extension passengers would be capped at 300,000 per annum and with the new terminal building passengers would be capped at 500,000 per annum);
(c) A cap on aeroplane movements (maximum of 40,000 movements per annum excluding any emergency, military and Governmental movements and the Air Show);
(d) A cap on helicopter movements (the cap is currently being agreed with the Council, but would not exceed 1,200 movements per annum excluding any emergency, military and Governmental movements and the Air Show);
(e) The introduction of flight paths; and
(f) Noise contour restrictions.
5.13. NE and the RSPB recognise that the above is a non-exhaustive list (having provided comments on the draft section 106 agreement and the draft conditions in October / November 2010). The Applicant has advised that they will provide to the Inspector a list of proposed planning conditions and proposed planning obligations at the Inquiry agreed between the Applicant and the Council.
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6. Assumptions in the Environmental Statements
6.1. This section sets out assumptions that formed the basis of the Environmental Statements and which are agreed between the Applicant, NE and the RSPB.
Assessment Scenarios
6.2. The Environmental Statements (and supplementary information) for both the runway extension and the new terminal building assessed the impact of the proposals against the existing baseline of 3,000 passengers per annum (ppa).
Passenger Numbers
6.3. The maximum throughput capacity of the existing terminal building has informed the restriction on passengers numbers, which would be capped at 300,000ppa. However, throughput of the Airport would increase to 500,000ppa with the new terminal building.
Fleet Mix and Aircraft Movements
6.4. NE and the RSPB do not contest the Applicant’s position that The proposed runway extension would enable the larger Boeing 737 type aircraft to take off with full payload. As such, the proposed runway extension would enable the Applicant to support operations flying to destinations further afield than can currently be accommodated by scheduled aeroplane movements and would also permit the development of a somewhat modified fleet mix. The proposed terminal building would allow the Airport to accommodate 500,000ppa, which would also be likely to result in a modified fleet mix. The likely currently anticipated commercial fleet mix is set out in LAA/4/A, which updates the likely fleet mix set out in the submitted Environmental Statements (some of the types originally expected to operate scheduled services from the Airport have been or are being retired by airlines).
6.5. The Applicant has confirmed that daily flights would be scheduled between 7am and 11pm and it is likely to offer services to a range of destinations within Europe.
Flight Paths
6.6. NE and the RSPB do not contest that the flights paths do not change significantly from current flight paths. The flight paths to and from any airport are largely governed by the runway orientation, and as the proposal is not for a new runway but for an extension of the existing one, the flight paths would not significantly alter. Extending the runway would not significantly alter the current direction of approach and departure.
6.7. NE and the RSPB do not contest that the Airport Traffic Control Tower operates an Instrument Landing System (ILS) for Runway 21 which became operational in June 2006. The ILS enables qualified pilots to use the signals transmitted from the system to make a correct and safe approach in poor visibility conditions. It is a prerequisite of most commercial and business jet air transport operations that an airport offers an ILS based approach to ensure that safe commercial operations can continue during marginal or poor weather conditions.
6.8. NE and the RSPB do not contest that the runway extension proposal would mean Runway 21 departure tracks would be slightly further away from Dungeness Power Station (and further outside R063, which is the name of the restricted airspace around the power station) than at present. This is because aircraft would be commencing their take-off run at the beginning of the starter extension; i.e. 444m further to the north east than at present, which is nearly half a kilometre further away from the power station. The point at which aircraft
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reach 500ft would be sooner, so the right turn could be commenced earlier. Aircraft weighing below 5700kg may turn left (to the south east) or into the visual training circuit sooner too, thus remaining clear of R063.
6.9. NE and the RSPB do not contest that the draft section 106 Agreement, dated September 2010, contains the following restrictions:
- all departing Aeroplanes will climb straight ahead to at least a height of 500 feet before commencing any turn;
- all departing Aeroplanes to climb as steeply as is compatible with safety;
- all departing Aeroplanes having a take off weight of 5700kg or over will not turn left upon departure from Runway 21; and
- in accordance with The Air Navigation (Restriction of Flying) (Nuclear Installations) Regulations 2007 (SI 2007/1929) all Aeroplanes that take off or land at the Airport to remain on a flight path that is at least 1.5 nautical miles from the position specified in column 3 of Schedule 2 to the Regulations.
Operating Hours
6.10. The Airport currently has a CAA licence (Appendix 3) to operate which does not contain any restrictions on operating hours. The Airport is prepared not to operate any night time flights between 23:00 to 07:00 hours as part of the development proposals and will accept a limitation on such night time flights (excluding any operations required for emergency or military/Government reasons) as a planning condition attached to the planning permissions granted in respect of the Applications.
Flight Movements
6.11. If planning permission is granted, aeroplane movements would be capped at 40,000 per annum (excluding any emergency, military and Governmental movements and the Air Show) although, the Environmental Statement has assessed 44,895 flight movements.
6.12. Helicopters account for 1376 movements per annum currently (2009 ATC log), attached at Appendix 7. The Applicant is proposing that there will be a cap on helicopter movements of 1,200 movements per annum (excluding any emergency, military and Governmental movements and the Air Show) (see CD 17.1 and 17.2). Helicopters do not require the full length of the existing runway or the runway extension to take off or land.
6.13. There would be no movements of helicopters or aeroplanes (excluding any emergency, military and Governmental movements and the Air Show) in the night period (allowing movement only during 0700 to 2300).
6.14. With 500,000 passengers per annum, the average likely anticipated movements would be 18 scheduled aeroplane movements on average per day (defined as either an aeroplane landing or take-off) and a likely average of 12 aeroplane movements per day at 300,000 ppa. These figures are based on the proposed number of passengers that can be accommodated using the proposed likely fleet mix set out in CD1.41a and CD1.41b (and as refined in LAA/4/A as explained in paragraph 6.4 above) that would be expected to cater for 300,000ppa or 500,000ppa. There would also be additional other smaller, non-commercial aircraft movements which are not affected by the Applications and which would continue irrespective of whether the Applications are granted.
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7. Legislative and Planning Policy Framework
7.1. It is considered that the following international, national and local legislation, policy, guidance and supplementary documents are of potential relevance to the Inquiry given the representations that have been made.
European Union Directives
• Directive 2009/147/EC
• Directive 79/409/EEC
• Directive 92/43/EEC
• Directive 85/337/EEC (as amended by Directive 97/11/EC)
European Commission Guidance
• European Commission’s 2001 Assessment of plans and projects significantly affecting Natura 2000 sites.
• Managing Natura 2000
National Legislation
• Conservation (Natural Habitats & c.) Regulations 1994
• The Conservation and Natural Habitats and Species Regulations 2010
• Wildlife and Countryside Act 1981 (as amended)
• Natural Environment Rural Communities Act 2006
• Climate Change Act 2008
• The Town and Country Planning (Environmental Impact Assessment) (England and Wales) Regulations 1999 (as amended)
National Policy and Guidance
• The Future of Air Transport White Paper, 2003
• The Future of Air Transport Progress Report, December 2006
• Planning Policy Statement 1: Delivering Sustainable Development, 2005
• Planning Policy Statement 1 Supplement, Planning and Climate Change, 2007
• Planning Policy Statement 4: Planning for Sustainable Economic Growth, 2009
• Planning Policy Statement 5: Planning for the Historical Environment, 2010
• Planning Policy Statement 7: Planning for Sustainable Development in Rural Areas, 2004
• Planning Policy Statement 9: Biodiversity and Geological Conservation, 2005
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• Planning Policy Guidance 13: Transport, 2001
• Planning Policy Statement 22: Renewable Energy, 2004
• Planning Policy Statement 23: Planning and Pollution Control, 2004
• Planning Policy Statement 24: Planning and Noise, 1994
• Planning Policy Statement 25: Development and Flood Risk, 2010
• Circular 11/95 The Use of Conditions in Planning Permissions;
• Circular 05/05 Planning Obligations
• Circular 06/05 Biodiversity and Geological Conservation
• Circular 2/99: Environmental Impact Assessment
• Circular 06/2005: Biodiversity and Geological Conservation Statutory obligations and their impact within the planning system
• Circular 01/03: The Town and Country Planning (Safeguarded Aerodromes, Technical Sites and Military Explosives Storage Areas) Direction 2002
Other relevant non-statutory policies and guidance
It is agreed that other relevant policies and guidance that may be material to the Inquiry based on the representations include:
• Planning Biodiversity and Geological Conservation: a guide to good practices (2006)
• DETR, 2006, Ramsar sites in England – A Policy Statement
• DETR, May 1998, The Birds and Habitats Directive: Outline Government Position Statement
• DCLG, June 2006, Environmental Impact Assessment: A guide to good practice and procedures
• European Commission, May 1999, Guidelines for the Assessment of Indirect and Cumulative Impacts as well as Impact Interactions
• European Commission, January 2007, Guidance document on Article 6(4) of the ‘Habitats Directive’ 92/43/EEC (clarification of the concepts of alternative solutions, imperative reasons of overriding public interest, compensatory measures, overall coherence and opinion of the Commission)
• Air Navigation Order 2009
• CAP 772: Birdstrike Risk Management for Aerodromes. Civil Aviation Authority, 2008
• CAP 168: Licensing of Aerodromes. 9th Edition Civil Aviation Authority, 2010
• CAP 738 (safeguarding of aerodromes)
• Highways Agency, March 2005, Interim Advice Note 61/05 Guidance for Undertaking Environmental Assessment of Air Quality for Sensitive Ecosystems in Internationally Designated Nature Conservation Sites and SSSIs (Supplement to DMRB 11.3.1)
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Development Plan
7.2. In his letter to Chief Planning Officers dated 27 May 2010, the Secretary of State sets out the Government’s intention to abolish Regional Strategies and return decision making powers on housing and planning to local councils. On 6 July 2010, the Secretary of State announced the revocation of Regional Strategies with immediate effect.
7.3. On 10 November 2010, the High Court held in Cala Homes (South) Limited v Secretary of State for Communities and Local Government & Others [2010] EWHC 2866 (Admin) that the Secretary of State's decision to revoke Regional Strategies was unlawful. In response to this ruling, on 10 November 2010 the Chief Planner wrote to local councils confirming that the Localism Bill would include a provision revoking Regional Strategies and that local councils should still have regard to the Secretary of State's letter of 27 May 2010. A challenge to that letter has been dismissed by the High Court.
7.4. It is agreed by the Applicant, NE and the RSPB that the statutory development plan consists of:
• the South East Plan (May 2009); and
• the saved policies within the Shepway District Local Plan Review, 2006.
7.5. It is agreed by the Applicant, NE and the RSPB that the main policies from the South East Plan that are potentially relevant to the determination of the Applications:
• Policy T9: Airports
• Policy NRM5: Conservation and Improvement of Biodiversity
• Policy NRM 9: Air Quality
• Policy NRM10: Noise
• Policy CC1: Sustainable Development
• Policy CC2: Climate Change
• Policy EKA7: Integrated Coastal Management and Natural Park
7.6. It is agreed by the Applicant, NE and the RSPB that the following are saved policies from the Shepway District Local Plan Review 2006 and are potentially relevant to the determination of the Applications:
• Policy TR15 – Lydd Airport
• Policy CO8 – CO11 – Nature Conservation (SPAs/SACs/Ramsar sites/SSSIs/Wildlife sites/Nature Reserves/Habitats and Landscapes protected by law)
• Policy CO12 – Conditions/Agreements and Nature Conservation
Policy SD1 – Sustainable Development
• Policy BE1 – Building Design, Layout and Special Needs Access
• Policy BE16 – Landscape and Amenity
• Policy U1a – Infrastructure Provision
• Policy U2 – Sewerage and Waste Water Disposal
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• Policy U4 – Protection of Ground and Water resources
• Policy U6 – Areas at Risk from Flooding
• Policy U9 – Water Supply
• Policy U10 – Waste Disposal and Recycling
• Policy U10a – Contaminated Land
• Policy U15 – Light Pollution
• Policy TR2 – Public Transport
• Policy TR5 – Cycling
• Policy TR6 – Walking
• Policy TR8 – A259 (Hammonds Corner)
• Policy TR11 – Access to the Highway Network
• Policy TR12 – Car parking
• Policy TR13 – Travel Plans
• Policy CO1 – Development in the Countryside
• Policy CO4 – Special Landscape Areas
• Policy CO5 – Local Landscape Areas
• Policy CO13 – Water Courses, Ponds, Canals and Banks
• Policy CO14 – Long Term Protection of Dungeness
Emerging LDF Documents
7.7. The Council is currently preparing its Local Development Framework and has reached the Preferred Options Stage of its Core Strategy Document with the proposed submission version being scheduled to be submitted to the Secretary of State in April/May 2011 and the EIP scheduled for August 2011 with formal adoption scheduled for 2012.
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8. Agreed areas of common ground and matters in contention
8.1. The following section sets out the areas of common ground and the outstanding ecological and ornithological areas of dispute between the Applicant, NE and the RSPB for the purposes of the matters that will be determined by the Inspector in relation to the evidence submitted by these parties.
8.2. NE will not be contesting the following issues at the inquiry:
• Community noise impacts;
• Design;
• Socio-economic;
• Landscape and visual amenity impacts;
• Nuclear;
• Foul water; and
• Flood risk.
8.3. The RSPB will not be contesting the following issues at the Inquiry:
• Design of the terminal building;
• Lighting scheme;
• Traffic and transport;
• Nuclear; and
• Flood risk.
8.4. It is agreed that the outstanding issues between the Applicant, NE and the RSPB therefore relate to the following:
A. Effects of the Applications on the Dungeness to Pett Level Special Protection Area (SPA)
8.5. It is agreed that Dungeness is an area of nature conservation importance. This is recognised by the international, European, national and local site designations listed in Section 2.16.
8.6. NE and the RSPB’s position is that there would be no direct land loss within the SPA as a result of the Applications. The Applicant agrees this is correct but the Applicant also considers there would be no indirect land loss and there is no land subject to development within the SPA as a result of the Applications.
8.7. For the purpose of defining common ground, the parties agree that the principal issues of dispute between the Applicant, NE and the RSPB with regard to the SPA can be summarised as:
i. the visual and noise impacts of aircraft (fixed wing and rotary) on birds;
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ii. the impacts of bird hazard management on birds. The parties agree that bird hazard management includes on and off airfield bird control, mitigation and management measures (including land use and habitat management measures);
iii. the impacts of safeguarding on birds; and
iv. whether in these regards there are likely to be significant effects on the SPA, and if so, whether the developments would not adversely affect the integrity of the SPA.
8.8. The Applicant considers that there are no likely significant effects on the SPA and, in any event, the integrity of the SPA would not be adversely affected by the Applications. For clarity, the RSPB and NE contend that there is a likely significant effect on the SPA and a conclusion cannot be reached that there would be no adverse effect on the integrity of the SPA.
8.9. In respect of visual and noise impacts of aircraft in respect of the SPA, a list of key literature references on the issue of aircraft noise impacts and visual disturbance from aircraft on birds is currently being discussed between the parties with the aim of maybe reaching agreement during the course of the Inquiry.
8.10. In respect of bird hazard management techniques, especially the use of bird deterrence techniques and safeguarding, the parties agree that:
i. aerodromes must abide by CAA requirements to assess and to manage risk to aircraft safety from bird populations at or near to the airfield;
ii. the components of the bird control management programme (Appendix 2 to LAA/6/A (LAA/6/C)) include on- and off-airfield bird control;
iii. any bird control programme needs to be based on an adequate risk assessment process.
8.11. In light of on-going discussions between the parties, a supplementary SCG on these issues may be submitted separately.
B. Effects of the Applications on the Dungeness Special Area of Conservation (SAC)
Change in Land Use
8.12. The footprint of the runway extension extends into the SAC involving use of 0.23ha of SAC land (the total area of the SAC is 3223.56ha). It is agreed by all parties that the land within the SAC that would be paved as a result of the proposed runway extension does not contain any of the SAC features of perennial vegetation of stony banks or annual vegetation of drift lines. This land also does not represent aquatic habitat for great crested newts, but may be a terrestrial (foraging) habitat for great crested newts.
Great Crested Newt
8.13. Great crested newts (GCNs) are known to breed in waterbodies to the south of the airfield, including Pond A. The Applicant has informed NE that there is no requirement by the CAA to infill Pond A as a result of the proposals. This has been confirmed in an email from the CAA to the Applicant (Appendix 6). On the basis of the applicant's representation in this regard the parties agree that there would be no direct loss or land take from Pond A as a result of the proposals.
8.14. The use of 0.23ha of SAC land includes an area of terrestrial habitat potentially suitable as
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foraging for GCN, as set out at paragraph 8.12. However there is other habitat that could be made suitable newt terrestrial habitat that lies outside the SAC that could provide a suitable area for mitigation or enhancements. The parties are actively seeking to agree this mitigation proposal (subject to parties agreement on the need for additional survey work) with the intention that the agreed mitigation be recorded in a separate SCG. The mitigation would then be secured either by condition or a section 106 planning obligation, which would result in the parties agreeing that any impact that might occur on GCN can be adequately mitigated.
Impacts on the SAC from Nitrogen Deposition
8.15. Whether there are likely to be significant effects on the SAC and, if so, whether it can be concluded that there would not be an adverse affect on the integrity of the SAC in relation to the relevant Annex I habitat (vegetated shingle) for which it has been designated as a result of nitrogen deposition from the proposed airport expansion on the interest features is a matter of contention between the parties. The Applicant contends that there are not likely to be significant effects on the SAC and, in any event, the integrity of the SAC would not be adversely affected. NE contends that absent the imposition of appropriate planning conditions it cannot be ascertained that the proposed airport expansion would not have an adverse effect on the integrity of the SAC in this respect. Whilst the Applicant disagrees with NE's contention, the Applicant has presented conditions and a section 106 agreement (CD17.1 and CD17.2) to the Inquiry which the Applicant proposes would deal with NE’s outstanding concern in any event. NE and the Applicant are continuing their discussions over the detailed wording of the conditions and section 106 agreement with the aim of reaching agreement on the detailed wording during the course of the Inquiry.
8.16. In light of on-going discussions with the NE and the RSPB, a supplementary SCG on this issue may be submitted separately.
C. Proposed Ramsar site and proposed extension and additions to the SPA
8.17. NE has completed its consultation on the proposed Ramsar and proposed extension and additions to the SPA. It is agreed by all parties that with regard to the pSPA and ornithological interest of the pRamsar, the area of dispute relates to the visual and noise impacts of aircraft on birds and the impacts of the bird hazard management and safeguarding. The issue is as set out at paragraphs 8.6 – 8.10 above.
D. Effects of the Applications on the Dungeness to Pett levels Site of Special Scientific Interest (SSSI) and Protected Species
Buried Geomorphology (coastal geomorphology)
8.18. The parties agree that the proposed runway extension would not lead to any unacceptable impact on the buried geomorphology in the SSSI provided that the following is secured by condition:
Prior to the Commencement of development, a Scheme of Geological Monitoring and Recording and programme of archaeological work shall be submitted to and approved in writing by the Local Planning Authority (in consultation with English Heritage and Natural England).
The Scheme shall include:
• A methodology setting out details of the survey to be completed in order to document the topography and sedimentology of the buried gravel and the overlying marsh sediments;
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• A methodology for dating and laboratory analyses, such analyses to be undertaken as part of the documenting the nature of such sediments should Holocene marsh sediments of significance to the SSSI designation be found (i.e. datable peat beds and/or bracketing sands above and below the gravel);
• Delivery of a site archive which will include all records, reports and photographs which shall be submitted to and approved in writing by the Local Planning Authority in consultation with English Heritage and Natural England.
The monitoring and recording shall be carried out in accordance with the approved Scheme and details.
8.19. The parties agree that the main remaining outstanding issues for the SSSI are:
8.19.1. The nature of any impacts on the ornithological interests features of the SSSI, as follows:
i) the visual and noise impacts of aircraft (fixed wing and rotary) on birds;
ii) the impacts of bird hazard management on birds (bird hazard management including the matters stated in section 8.10(ii) above; and
iii) the impacts of safeguarding on birds.
8.19.2. NE contends that absent the imposition of appropriate planning conditions it cannot be ascertained that the proposed airport expansion would not have an adverse effect on vegetation communities of vegetated shingle and other low nutrient habitat features of the SSSI from aircraft emissions, principally nitrogen deposition, and any consequential impacts on the invertebrate features in relation to the vegetation community impacts. As stated above, whilst the Applicant disagrees with NE's contention, the Applicant has presented conditions and a section 106 agreement (CD17.1 and CD17.2) to the Inquiry which the Applicant proposes would deal with NE’s outstanding concern in any event. NE and the Applicant are continuing their discussions over the detailed wording of the conditions and section 106 agreement with the aim of reaching agreement on the detailed wording during the course of the Inquiry.
8.19.3. The loss of existing ditches and their replacement with new ditches and whether any unacceptable adverse impacts will accrue from this on the aquatic invertebrate fauna within the ditches.
8.19.4. Effects on the GCN terrestrial habitat and any requirement for mitigation; and
8.19.5. Any impacts on other protected species which are also SSSI features.
8.20. The list of protected species that are also SSSI features is restricted to those that are known to occur on or near the Airport only including water voles, GCN and the medicinal leech.
8.21. In light of on-going discussions with NE and the RSPB, a supplementary SCG in relation to the impacts of bird control and the effects of nitrogen, which also take into account the international nature conservation designations previously described, may be submitted separately.
Ditches under the runway footprint
8.22. It is agreed between the parties that a ditch length of 801m in the north of the airfield within the SSSI would be removed and new ditches created due to the footprint of the runway. The new ditches created to drain the runway extension would result in 1,300m of new ditches (reference CD1.42b).
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Runway Clear & Graded Area
8.23. It is agreed between the parties that due to CAA requirements, the Applicant will not need to change the existing land management or use of the existing clear and graded area for the current runway.
Hammond’s Corner
8.24. NE and the Applicant agree (the RSPB has no interest in Hammond's Corner) that the works proposed to be undertaken at Hammond’s Corner would not involve any development of land or land use change within the SSSI.
Biodiversity Action Plan
8.25. A draft Airfield Biodiversity Action Plan (ABAP) has been compiled and was last revised in December 2009. Further mitigation proposals are also contained in Appendices 3 and 4 to LAA/9/A (LAA/9/C).
8.26. The Applicant proposes a condition that secures the submission of the ABAP and the proposals contained in Appendices 3 and 4 to LAA/9/A (LAA/9/C)) to the Council for approval and the proposed runway extension will not be brought into use/occupation until they have been approved.
8.27. The ABAP and the proposals contained in Appendices 3 and 4 to LAA/9/A (LAA/9/C)) will be subject to consultation with NE. The Applicant proposes that the condition should specify that the ABAP and the proposals contained in Appendices 3 and 4 to LAA/9/A (LAA/9/C)) are to be in accordance with the draft ABAP submitted to the Council with the Applications and the proposals in LAA/9/C and will require monitoring, with a report produced in consultation with NE and submitted to the Council.
Protected Species
8.28. NE also alleges that there is insufficient information on certain protected species (in addition to those which are also SSSI features and referred to in paragraph 8.19). The Applicant disagrees, and contends that there is sufficient information and that there would not be any significant adverse effect on protected species.
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9. Summary
9.1. In summary, the main matters in contention between the parties are as follows.
9.2. The Applicant considers that there are no likely significant effects on the SPA, the pSPA and pRAMSAR, and in any event there would not be an adverse effect on the integrity of any such areas. NE and the RSPB are of the opinion that there is a likely significant effect and that it cannot be concluded that there would not be an adverse effect on the integrity of the SPA, pSPA, and pRamsar sites due to
• the noise and visual impacts of air traffic movements; and
• bird hazard management measures and safeguarding.
9.3. The Applicant considers that there are no likely significant effects on the SAC and, in any event there would be no adverse effect on its integrity. In relation to aerodrome emissions principally nitrogen deposition impacts on the perennial vegetation of stony banks including the lichen component of those communities, NE considers that in the absence of an appropriate planning condition it cannot be ascertained that the proposed Airport expansion would not have an adverse effect on the integrity of the SAC in this respect, as the effects on integrity would not be certain but could be significant. The Applicant disagrees with NE's contention, the Applicant has presented conditions and a section 106 agreement (CD17.1 and CD17.2) to the Inquiry which the Applicant proposes would deal with NE’s outstanding concern in any event. NE and the Applicant are continuing their discussions over the detailed wording of the conditions and section 106 agreement with the aim of reaching agreement on the detailed wording during the course of the Inquiry.
9.4. NE are of the opinion that there would be significant adverse environmental effects on the features of interest in the SSSI, and NE and the RSPB are of the opinion that the applications are likely to damage the interest features in the SSSI, due to:
i. the visual and noise impacts of aircraft on bird communities;
ii. bird hazard management measures and safeguarding; and
iii. impacts on other protected species which are also SSSI features. The list of protected species that are also SSSI features are restricted to those that are known to occur on or near the Airport only including water voles, GCN and the medicinal leech.
9.5. The Applicant disagrees with this position and considers that there will not be any significant adverse environmental effects.
9.6. NE is of the opinion that in the absence of appropriate planning conditions there could be significant adverse environmental effects on the features of interest in the SSSI due to nitrogen deposition impacts on perennial vegetation (lichens). Again, the Applicant disagrees with NE's contention and the Applicant has presented conditions and a section 106 agreement (CD17.1 and CD17.2) to the Inquiry which the Applicant proposes would deal with NE’s outstanding concern in any event. NE and the Applicant are continuing their discussions over the detailed wording of the conditions and section 106 agreement with the aim of reaching agreement on the detailed wording during the course of the Inquiry.
9.7. NE is of this opinion that there is insufficient information on a number of protected species to fully meet the requirements of the relevant protected species and environmental information legislation. The Applicant disagrees with this opinion, and contends that there is sufficient information on all such species and there would not be a significant adverse effect on any
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protected species.
9.8. It is proposed that within some of these issues, some further areas of common ground could be agreed following further discussions. Supplementary Statements of Common Ground may therefore be progressed on Ornithology and great crested newts.
9.9. The matters that all parties will seek to agree through a further SCG are:
1. The available literature on the impact of aircraft noise and visuals on bird communities; and 2. Mitigation for great crested newts.
London Ashford Airport (Lydd) Call-In Inquiry Statement of Common Ground between LAA, Natural England and the RSPB
APPENDIX 1
Project LPA Lydd Call-in Inquiry Shepway DC
Title Date: 27.10.10 Site Location Plan Project No: 586005 Drawing No: 586005/1 Client Drawn by: CC London Ashford Airport Scale NTS
1 APPENDIX 2 UK AIP (14 Jan 10) AD 2-EGMD-2-1 AERODROME ARP 505722N 0005621E AD ELEV 13FT LYDD CHART - ICAO EGMD
RUNWAY/TAXIWAY/APRON PHYSICAL CHARACTERISTICS VAR2009 - 1.2°W APRON / RWY / TWY SURFACE BEARING STRENGTH ELEVATION RWY 03/21 Grooved Concrete 46/F/C/X/T - Apron B Asphalt 46/F/C/X/T 10ft amsl Apron C Asphalt - - Taxiways A & D Asphalt - - Taxiways B & C Asphalt 46/F/C/X/T -
COM N ATIS 129.225 LYDD INFORMATION Annual Rate of Change 0.13°E TWR 120.700 LYDD APPROACH/TOWER 128.525(As Directed) LYDD TOWER 121.600 LYDD FIRE LIGHTING THR 03 HI elev green uni-d. THR 21 HI green flush uni-d. HI elev green Wbars. RWY 03/21 Elev HI bi-d with LI omni-d component. End lights red. Rwy 21 Thr Elev 12 505741.75N 0005640.79E
TWY Blue edge on B, C Taxiways. (GUND Elevation 146) 21 LYDD I-LDY 108.15D ildy(Ch 18Y) A 214°M 505735.98N 0005628.04E 31'
ILS Anemometer GP lzdLZD 397 505731.71N 0005621.45E Rwy 21 Thr Elev 13 PAPI (3.5°) 505733.85N 0005632.76E MEHT 60 GUND Elevation 146 VDF (Highest Elev in TDZ)
Twy B
Bravo Apron Twy A Control Tower
Hangar B
Rwy 03Thr Elev 12 C 1505m x 32m 505717.59N 0005616.22E Charlie (NORTH) GUND Elevation 146 Apron (Highest Elev in TDZ) Flashing White C (SOUTH) Terminal Building Delta
Apron Twy D
PAPI (3°) Disused MEHT 48 03D Anemometer
ildyI-LDY 108.15D 505714.18N 0005622.39E
034°M03
Rwy 03 Thr Elev 10 100 0 100 200 300m 505701.75N 0005600.11E (GUND Elevation 146) 500 0 500 1000ft
GUND (Geoid Undulation) = The height of the Geoid (MSL) above the Reference Elipsoid (WGS 84) at the stated position.
BEARINGS ARE MAGNETIC ELEVATIONS AND HEIGHTS ARE IN FEET
ELEVATIONS IN FEET AMSL 13 CHANGE: NEW CHART. AERO INFO DATE 27 OCT 09 Civil Aviation Authority AMDT 1/10 APPENDIX 3a
APPENDIX 3b CIVIL AVIATION AUTHORITY
AERODROME LICENCE
ORDINARY
LYDD
LICENCE NO. P858
DArrE OF ISSUE 10 MARCH 2008 ;--- Licence No. P858
1 Name of Aerodrome LYDD
2 Position of Aerodrome 1.2 NM EAST OF L YDD (see map in Schedule 1)
3 Name and Address of LONDON ASHFORD AIRPORT LTD Licence Holder LYDD AIRPORT LYDD KENT TN299QL
The Civil Aviation Authority (in this licence referred to as 'the CAA') in exercise of its powers under l\nick l2S of the Air Navigation Order hereby licenses the above-named aerodrome as an aerodrome to be used l:l place of take-otT and landing of aircraft engaged in 11ights for the purpose of the public transport of passengers or fur tile purpose of instruction in flying, subject to the following conditions:
The aerodrome is licensed for use by the licence holder and by persons specifically authorised by him.
2 No aircraft shall take-off or land at the aerodrome unless such fire-fighting and rescue ~ervices and such medical .services and equipment as are required in respect of such an aircraft in the CAA's public~lliotl CAP 168 (Licensing of Aerodromes) are provided there. Such services and equipment shall at all times when the aerodrome is available for the take-off or landing of aircraft be kept fit and ready for immediate turnout.
3 Changes in the physical characteristics of the aerodrome including the erection of new buildings and alterations to existing buildings or to visual aids shall not be made without prior approval of the CAA.
4 The licence holder shall, by the quickest means available, notify the CAA of any material change 111 tile surface of the landing area, or in the obstruction characteristics of the approach, take-off or circuit in relation to the aerodrome.
5 The aerodrome is licensed for the take-off and landing of aircraft at night. Such systems uf lighting appropriate to the Category of runway in use as described in the CAA's publication CAP 168 (Licensing of Aerodromes), shall be in operation at all limes when aircraft are taking-off or landing at the aerodrome at night, provided that minor temporary unserviceability, not of a character likely to affect the of operations, shall not preclude the take-off or landing of aircraft.
6 Any public light of way crossing or bordering the landing area shall be adequately sign-posted with notices warning the public of danger from aircraft.
7 Expressions used in this licence shall have the same respective meanings as in the Air Navigation Order.
8 The 'Air Navigation Order' in this licence means the Air Navigation Order 2005 and any reference to the Order or to any Articie of the Order shall, if that Order be amended or replaced, be taken to be a relCrence to the Air Navigation Order for the time being in force or the corresponding Article of that Order.
This licence shall remain in foree until it is varied, slIspended or revoked.
i-i.. Date: to ;;'008 FOR THE CIVIL AVIATION AUTHORITY SCHEDULE 1 - REPRODUCTION OF PORTION OF ORDNANCE SURVEY MAP, SHOWING EXACT POSITION OF AERODROME. / \,""':;:, ~if§~ i~ j'~.1I 1" \:" :. \:: // I '\" '; \~ , ' " I / \ '.\, ,; I / ~,11 " '" / '"
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~. APPENDIX 4a UK Civil Aviation Authority Economic Regulation of Airports - General Guidance
ECONOMIC REGULATION OF AIRPORTS - GENERAL GUIDANCE
Introduction
1. This document sets out the statutory framework for the CAA's economic regulation of airports. It explains which airports require a permission to levy airport charges, how to apply for a permission, the CAA's and Competition Commission's charges for economic regulation, the conditions which the CAA can add to an airport's permission, the links between an airport holding a permission and its status as a statutory undertaker, and the CAA's statutory duties.
The Statutory Background
2. The legislation which covers the economic regulation of airports is the Airports Act 1986 and the Civil Aviation Authority (Economic Regulation of Airports) Regulations 1986 (SI 1986 No 1544). Airports in Northern Ireland are covered by the Airports (Northern Ireland) Order 1994 (SI 1994 No 426 (NI 1)) and the Civil Aviation Authority (Economic Regulation of Airports) (Northern Ireland) Regulations 1995 (SI 1995 No 2294) This document is for general guidance only and reference should be made to the actual legislation in all cases.
3. The parts of the Airports Act directly relevant to economic regulation are:
Definition of turnover (s.14) Definition of "operational activities" (s.30(4)) Economic regulation of airports (s.36-56) Furnishing of information to the CAA (s.73-74) General definitions (s.82) Treatment of associated companies (Schedule 1)
The parts of the Airports (Northern Ireland) Order directly relevant to economic regulation are:
Economic regulation of airports (a.27-49)
The Regulations lay down the procedures to be followed by the CAA. All notices concerning economic regulation are published in the CAA's Official Record Series 6 which is available on the CAA's website (www.caa.co.uk).
Qualifying Airports
4. Economic regulation applies in general to airports at which annual turnover has exceeded £1 million in two of the last three financial years. Airports currently excluded from regulation under the Airports Act (or the Airports (Northern Ireland) Order) are those in the Isle of Man and the Channel Islands, those owned or
April 2010 1 UK Civil Aviation Authority Economic Regulation of Airports - General Guidance managed by the CAA or a CAA subsidiary and those managed by the Government. Annual turnover is the aggregate of all sums received by the airport operator during the course of his business at the airport during the year including grants but excluding loans or capital receipts. A change of airport operator does not have any bearing on which years are taken into account. An airport becomes subject to economic regulation by the CAA nine months from the end of the financial year when it first meets the turnover qualification.
5. Should the turnover at a regulated airport later fall below £1 million for two years the Secretary of State may determine that the airport shall cease to be regulated.
Applications to the CAA
6. Airports which qualify should apply to the CAA for a permission to levy airport charges. Applications must be made on Form AP1 (or in the case of airports in Northern Ireland on Form AP2) copies of which are available from
Economic Regulation and Competition Policy CAA House 45-59 Kingsway London WC2B 6TE (Tel: 020 7453 6225) e-mail: [email protected]
The application form asks for details of the airport operator, the airport owner (where different), and the corporate structure where an airport is part of a wider group of companies. An application must also be accompanied by the most recently available audited annual accounts for the airport and by details of the current charges levied at the airport for the landing, parking or taking-off of aircraft (including any passenger related charges) and any future changes to the charges which are known at the time of application. The information which must be given in an application is found in the CAA's Official Record Series 6 Part 1.
6. When an application is made the CAA publishes the fact in its Official Record Series 6 Part 2 (which is available on the CAA's website) and the application may be inspected by the public on request to Rodney Gander (telephone 020 7453 6225, e- mail [email protected]).
Permission to Levy Airport Charges
7. Once an application has been made which includes all the information which the CAA requires, then a permission is deemed to be in force until such time as the CAA either grants or refuses a permission. The only grounds on which a permission may be refused is where the airport fails to provide the information the CAA needs. The CAA must grant an application within three months of it being made. The fact that the CAA has granted a permission is also published in the Official Record. A list of all airports currently holding a permission is at Appendix 1.
April 2010 2 UK Civil Aviation Authority Economic Regulation of Airports - General Guidance
8. Once granted a permission remains in force unless it is revoked. It may be revoked only where the airport ceases to be regulated or where the airport persistently fails to comply with any condition (other than an accounts condition) which the CAA has imposed on it. The permission is not affected by a change of owner or by a change of operator.
CAA and Competition Commission Charges
10. There is no charge for making an application for a permission but once a permission has been granted charges become payable to the CAA by a regulated airport if it handles more than 500,000 arriving passengers in any financial year. The CAA’s current charges are set out in Appendix 2.
11. The costs of investigations by the Competition Commission (paragraphs 12, 15 and 16) are met by the airport(s) concerned. The airport under investigation bears the cost up to an annual limit of 2% of its turnover if a designated airport, or 1% if not. Any excess is then shared amongst all regulated airports in proportion to their turnover, up to an annual limit for any one airport of 2% of turnover if designated, or 1% if not.
Conditions
12. The CAA can add conditions to an airport's permission. It has to impose certain mandatory conditions on those airports which have been designated by the Secretary of State. Heathrow, Gatwick and Stansted are currently designated. At these airports the conditions govern both airport charges (the charges condition) and the information which must be included in their statutory accounts (the accounts condition). The latter requires airport accounts to disclose information in addition to that required under the Companies Act. The charges condition is reviewed every five years by the Competition Commission and the CAA.
13. The CAA can also impose discretionary conditions on any regulated airport, including extending the accounts condition to airports which are not designated. Under this condition the accounts of the airport have to show separately the revenue from and the costs of activities for which airport charges are levied, other airport related activities and non-airport related activities. The accounts also have to disclose whether the airport received a subsidy or any other preferential treatment during the year. The accounts condition is described in Appendix 3. Where the CAA proposes an accounts condition, the airport concerned has two months in which to make representations.
14. The second situation in which the CAA can add a discretionary condition is where it finds that, in relation to the provision at the airport of any services or facilities for the purposes of:
(i) the landing, parking or taking-off of aircraft,
(ii) the servicing of aircraft, including the supply of fuel,
April 2010 3 UK Civil Aviation Authority Economic Regulation of Airports - General Guidance
(iii) the handling of passengers or their baggage or of cargo at all stages while on airport premises, including the transfer of passengers, their baggage or cargo to and from aircraft an airport operator is pursuing one of the courses of conduct specified in the Act. These are in broad terms the adoption by the airport operator of any trade practice, pricing policy or the granting of rights which:-
(i) unreasonably discriminates against any class of users of the airport or any particular user, or
(ii) unfairly exploits its bargaining position relative to users generally;
or where the airport operator is levying charges which are both unduly low and cause damage or are designed to cause damage to another airport.
15. If the CAA receives a complaint and it appears to the CAA that an airport may be acting in one of the ways described above the CAA will investigate the complaint. At the end of its investigation the CAA publishes a report with its decision and the reasons for it. There is no explicit provision for an appeal against a CAA decision in favour of the airport. Where the CAA concludes that the airport is acting in the way complained of the decision will state either the condition the CAA believes should be imposed or the terms of any undertaking which the airport has given as to its future conduct. An airport has a right to object to a proposal to impose a condition and the CAA may then only proceed by making a reference to the Competition Commission. The Commission's decision is binding. Where the Commission finds that an airport has been acting contrary to the public interest the CAA must impose an appropriate condition. How the CAA handles complaints about airports is set out in the document 'The CAA's use of section 41 of the Airports Act 1986 - the CAA's policy and processes', which is available on the CAA website. To read this document please click here.
16. Finally, the Authority is obliged to impose conditions upon a designated airport where the Competition Commission in its five-yearly review finds that the airport has pursued a course of conduct which has operated or which might be expected to operate against the public interest. Such courses of conduct extend to all airport related activities and not just those described in paragraph 14.
Status as a Statutory Undertaker
17. Once an airport has made a completed application - and before the permission is granted - Part V of the Airports Act confers on the airport the status of a statutory undertaker for the purposes of various pieces of legislation. However, this status is not conferred on an airport which is owned by a principal council or by a metropolitan county passenger transport authority. The Town and Country Planning Development Order allows the airport to carry out aviation related development within prescribed limits without having to apply for planning permission.
The CAA's Duties
April 2010 4 UK Civil Aviation Authority Economic Regulation of Airports - General Guidance
18. The CAA is given a number of specific duties by the Airports Act and Airports (Northern Ireland) Order. These are:
to further the reasonable interests of users of airports;
to promote the efficient, economic and profitable operation of such airports;
to encourage investment in new facilities at airports in time to satisfy anticipated demands by users of such airports;
to impose the minimum of restrictions;
to take account of the UK's international obligations. These are found in Article 15 of the Chicago Convention, the bilateral air services agreement between the UK and the USA and other bilateral air services agreements.
Section 4 of the Civil Aviation Act 1982 which lays general duties upon the CAA does not apply for the purposes of the economic regulation of airports.
Further Information
19. Please get in touch with Rodney Gander (telephone 020 7453 6225, e-mail [email protected]) for any further information.
Civil Aviation Authority April 2010
April 2010 5 UK Civil Aviation Authority Economic Regulation of Airports - General Guidance
Appendix 1
Airports Holding a Permission to levy airport charges
As at 30 April 2010, the following airports held a permission to levy airport charges under the Airports Act:
Aberdeen Kemble Biggin Hill Lasham Birmingham Leeds Bradford Blackbushe Liverpool Blackpool London City Bournemouth London Heliport Bristol Luton Cambridge Lydd Cardiff Manchester* Carlisle Manston Coventry Newcastle Denham Newquay Doncaster Sheffield Norwich Dundee Oxford Dunsfold Plymouth Durham Tees Valley Prestwick East Midlands Retford (Gamston) Edinburgh Shoreham Elstree Southampton Exeter Southend Fairoaks St Mary’s Farnborough Stansted* Filton Sywell Gatwick* Tatenhill Glasgow Thruxton Gloucestershire White Waltham Heathrow* Wolverhampton Highlands and Islands Airports Limited(1) Wycombe Air Park Humberside
* Airports designated by the Secretary of State (see paragraph 12)
(1) The airports on the permission held by Highlands and Islands Airports Limited (HIAL) are Barra, Benbecula, Campbeltown, Inverness, Islay, Kirkwall, Stornoway, Sumburgh, Tiree and Wick. Dundee is also owned by HIAL, but has a separate permission, as a separate company (within the HIAL group) has been established to operate the airport.
Belfast City, Belfast International and City of Derry airports have permissions under the Airports (Northern Ireland) Order 1994.
April 2010 6 UK Civil Aviation Authority Economic Regulation of Airports - General Guidance
Appendix 2
CAA charges from 1 April 2010
Charges are payable each month by an airport holding a permission and with more than 500,000 arriving passengers in the previous year to 31 March.
For airports which are designated for detailed price control the charge is 2.33 pence per arriving passenger.
For other regulated airports the charge is 0.65 pence per arriving passenger.
(The designated airports are Gatwick, Heathrow and Stansted.)
The CAA's charges for the economic regulation of airports are published each year in the CAA's Official Record Series 5, which is available on the CAA's website.
April 2010 7 UK Civil Aviation Authority Economic Regulation of Airports - General Guidance
Appendix 3
The accounts condition
The accounts condition includes five conditions.
Condition 1 lists in a Schedule twelve kinds of transaction which must be reported together with the details which are to be disclosed in respect of each transaction. This will reveal whether the airport company is receiving a subsidy in any form.
Under Condition 2 the airport accounts must describe the broad principles which have been followed by the airport operator in allocating its costs between operational activities and non-operational activities. In most cases airports will be involved in non-operational activities only to a very limited extent if at all. These include non- airport related activities such as hotels, leisure facilities, industrial estates and supermarkets. Where the costs and revenues of non-operational activities are considered as immaterial the accounts may show this by way of a note. The Authority does not prescribe how airports should allocate their costs but simply requires airports to state how these allocations have been done.
Where the airport company has incurred a loss on operational activities the profits, if any, from non-operational activities must be shown.
Condition 3 requires the accounts to describe the broad principles which have been followed in allocating costs between airport charges activities and other operational activities.
Total revenue and total expenditure associated with airport charges activities must be shown.
The accounts must show, under Condition 4, the total revenue and total expenditure associated with operational activities.
Condition 5 describes the special Auditor's Report which has to be made to the Authority to confirm that the airport has complied with the first four conditions. The Auditor's Report, unlike the information under Conditions 1-4, does not have to be included in the airport's statutory accounts.
April 2010 8 UK Civil Aviation Authority Economic Regulation of Airports - General Guidance
Appendix 4
Definitions
Airport Charges
Defined in section 36(1) of the Airports Act 1986 (and article 27(1) of the Airports (Northern Ireland) Order 1994) as charges levied on aircraft operators in connection with the landing, parking or taking off of aircraft and charges levied on passengers in connection with their arrival at or departure from the airport by air. Airport charges include landing charges, passenger load supplements and aircraft parking charges. Other charges might also fall within the definition of airport charges at particular airports.
Relevant Activities
Defined in section 36(1) of the Act (and article 27(1) of the Order) as the provision of services or facilities for the purposes of the landing, parking or taking off of aircraft, of the servicing of aircraft or of the handling of passengers, baggage and cargo while on airport premises. Relevant activities specifically exclude car parking, the provision of refreshments and the supply of consumer goods and services.
Operational Activities
Defined in section 30(4) of the Act (and article 27(1) of the order) as activities which are carried out wholly or mainly for the benefit of users of the airport or the revenues from which are wholly or mainly attributable to payments by such users. A user is defined in section 82(1) (and article 27(1)) as a person for whom services or facilities falling within the cope of "relevant activities" are provided at the airport or a person using air transport services operating from the airport. "Wholly or mainly" may be interpreted as meaning more than 50%.
April 2010 9 APPENDIX 4b Class J Post Office
Permitted development J. Development required for the purposes of the Post Office consisting of— (a) the installation of posting boxes or self-service machines, (b) any other development carried out in, on, over or under the operational land of the undertaking.
Development not permitted J.1. Development is not permitted by Class J if— (a) it would consist of or include the erection of a building, or the reconstruction or alteration of a building where its design or external appearance would be materially affected, or (b) it would consist of or include the installation or erection by way of addition or replacement of any plant or machinery which would exceed 15 metres in height or the height of any existing plant or machinery, whichever is the greater.
Interpretation of Part 17 K. For the purposes of Part 17— “transport legislation” means section 14(1)(d) of the Transport Act 1962(r) (supplemental provisions relating to the Boards' powers) or section 10(1)(x) of the Transport Act 1968(s) (general powers of Passenger Transport Executive).
PART 18 AVIATION DEVELOPMENT
Class A Development at an airport
Permitted development A. The carrying out on operational land by a relevant airport operator or its agent of development (including the erection or alteration of an operational building) in connection with the provision of services and facilities at a relevant airport.
Development not permitted A.1. Development is not permitted by Class A if it would consist of or include— (a) the construction or extension of a runway; (b) the construction of a passenger terminal the floor space of which would exceed 500 square metres; (c) the extension or alteration of a passenger terminal, where the floor space of the building as existing at 5th December 1988 or, if built after that date, of the building as built, would be exceeded by more than 15%; (d) the erection of a building other than an operational building; (e) the alteration or reconstruction of a building other than an operational building, where its design or external appearance would be materially affected. 34 Condition A.2. Development is permitted by Class A subject to the condition that the relevant airport operator consults the local planning authority before carrying out any development, unless that development falls within the description in paragraph A.4.
Interpretation of Class A A.3. For the purposes of paragraph A.1, floor space shall be calculated by external measurement and without taking account of the floor space in any pier or satellite. A.4. Development falls within this paragraph if— (a) it is urgently required for the efficient running of the airport, and (b) it consists of the carrying out of works, or the erection or construction of a structure or of an ancillary building, or the placing on land of equipment, and the works, structure, building, or equipment do not exceed 4 metres in height or 200 cubic metres in capacity.
Class B Air navigation development at an airport
Permitted development B. The carrying out on operational land within the perimeter of a relevant airport by a relevant airport operator or its agent of development in connection with— (a) the provision of air traffic control services, (b) the navigation of aircraft using the airport, or (c) the monitoring of the movement of aircraft using the airport.
Class C Air navigation development near an airport
Permitted development C. The carrying out on operational land outside but within 8 kilometres of the perimeter of a relevant airport, by a relevant airport operator or its agent, of development in connection with— (a) the provision of air traffic control services, (b) the navigation of aircraft using the airport, or (c) the monitoring of the movement of aircraft using the airport.
Development not permitted C.1. Development is not permitted by Class C if— (a) any building erected would be used for a purpose other than housing equipment used in connection with the provision of air traffic control services, with assisting the navigation of aircraft, or with monitoring the movement of aircraft using the airport; (b) any building erected would exceed a height of 4 metres; (c) it would consist of the installation or erection of any radar or radio mast, antenna or other apparatus which would exceed 15 metres in height, or, where an existing mast, antenna or apparatus is replaced, the height of that mast, antenna or apparatus, if greater.
35 Class D Development by Civil Aviation Authority within an airport
Permitted development D. The carrying out by the Civil Aviation Authority or its agents, within the perimeter of an airport at which the Authority provides air traffic control services, of development in connection with— (a) the provision of air traffic control services, (b) the navigation of aircraft using the airport, or (c) the monitoring of the movement of aircraft using the airport.
Class E Development by the Civil Aviation Authority for air traffic control and navigation
Permitted development E. The carrying out on operational land of the Civil Aviation Authority by the Authority or its agents of development in connection with— (a) the provision of air traffic control services, (b) the navigation of aircraft, or (c) monitoring the movement of aircraft.
Development not permitted E.1. Development is not permitted by Class E if— (a) any building erected would be used for a purpose other than housing equipment used in connection with the provision of air traffic control services, assisting the navigation of aircraft or monitoring the movement of aircraft; (b) any building erected would exceed a height of 4 metres; or (c) it would consist of the installation or erection of any radar or radio mast, antenna or other apparatus which would exceed 15 metres in height, or, where an existing mast, antenna or apparatus is replaced, the height of that mast, antenna or apparatus, if greater.
Class F Development by the Civil Aviation Authority in an emergency
Permitted development F. The use of land by or on behalf of the Civil Aviation Authority in an emergency to station moveable apparatus replacing unserviceable apparatus.
Condition F.1. Development is permitted by Class F subject to the condition that on or before the expiry of a period of six months beginning with the date on which the use began, the use shall cease, and any apparatus shall be removed, and the land shall be restored to its condition before the development took place, or to any other condition as may be agreed in writing between the local planning authority and the developer.
36 Class G Development by the Civil Aviation Authority for air traffic control etc.
Permitted development G. The use of land by or on behalf of the Civil Aviation Authority to provide services and facilities in connection with— (a) the provision of air traffic control services, (b) the navigation of aircraft, or (c) the monitoring of aircraft, and the erection or placing of moveable structures on the land for the purpose of that use.
Condition G.1. Development is permitted by Class G subject to the condition that, on or before the expiry of the period of six months beginning with the date on which the use began, the use shall cease, and any structure shall be removed, and the land shall be restored to its condition before the development took place, or to any other condition as may be agreed in writing between the local planning authority and the developer.
Class H Development by the Civil Aviation Authority for surveys etc.
Permitted development H. The use of land by or on behalf of the Civil Aviation Authority for the stationing and operation of apparatus in connection with the carrying out of surveys or investigations.
Condition H.1. Development is permitted by Class H subject to the condition that on or before the expiry of the period of six months beginning with the date on which the use began, the use shall cease, and any apparatus shall be removed, and the land shall be restored to its condition before the development took place, or to any other condition as may be agreed in writing between the local planning authority and the developer.
Class I Use of airport buildings managed by relevant airport operators
Permitted development I. The use of buildings within the perimeter of an airport managed by a relevant airport operator for purposes connected with air transport services or other flying activities at that airport.
Interpretation of Part 18 J. For the purposes of Part 18— “operational building” means a building, other than a hotel, required in connection with the movement or maintenance of aircraft, or with the embarking, disembarking, loading, discharge or transport of passengers, livestock or goods at a relevant airport; “relevant airport” means an airport to which Part V of the Airports Act 1986(t) (status of certain airports as statutory undertakers etc.) applies; and
37 “relevant airport operator” means a relevant airport operator within the meaning of section 57 of the Airports Act 1986 (scope of Part V).
PART 19 DEVELOPMENT ANCILLARY TO MINING OPERATIONS
Class A
Permitted development A. The carrying out of operations for the erection, extension, installation, rearrangement, replacement, repair or other alteration of any— (a) plant or machinery, (b) buildings, (c) private ways or private railways or sidings, or (d) sewers, mains, pipes, cables or other similar apparatus, on land used as a mine.
Development not permitted A.1. Development is not permitted by Class A— (a) in relation to land at an underground mine— (i) on land which is not an approved site; or (ii) on land to which the description in paragraph D.1(b) applies, unless a plan of that land was deposited with the mineral planning authority before 5th June 1989; (b) if the principal purpose of the development would be any purpose other than— (i) purposes in connection with the winning and working of minerals at that mine or of minerals brought to the surface at that mine; or (ii) the treatment, storage or removal from the mine of such minerals or waste materials derived from them; (c) if the external appearance of the mine would be materially affected; (d) if the height of any building, plant or machinery which is not in an excavation would exceed— (i) 15 metres above ground level; or (ii) the height of the building, plant or machinery, if any, which is being rearranged, replaced or repaired or otherwise altered, whichever is the greater; (e) if the height of any building, plant or machinery in an excavation would exceed— (i) 15 metres above the excavated ground level; or (ii) 15 metres above the lowest point of the unexcavated ground immediately adjacent to the excavation; or (iii) the height of the building, plant or machinery, if any, which is being rearranged, replaced or repaired or otherwise altered,
38 APPENDIX 5a
APPENDIX 5b Lydd Ferryfield Airport Aircraft Movements Passengers Handled Year Total Air Transport Only Total 1960 33,716 32,610 220,600
1959 33,650 32,731 261,195
1958 25,539 24,371 222,833
1957 23,680 24,371 190,333
1956 24,094 22,435 159,507
1955 21,187 20,286 160,974
1954 18,640
Note: 1954 figures relate only to information from July - December APPENDIX 6 Eilish Loftus
From: Eilish Loftus Sent: 13 October 2010 08:45 To: Eilish Loftus Subject: FW: 'Pond A' - Lydd
From: Rothwell Justin [mailto:[email protected]] Sent: 06 August 2010 17:01 To: Tim Maskens Subject: RE: 'Pond A' - Lydd
Tim
As previously discussed the Pond (Pond A) is in such a location relative to the runway centreline that it does not need to be partly or wholly filled. The position of it relative to the centreline meets CAP 168 licensing requirements in terms of Cleared and Graded Area and the runway strip are met.
I hope this clarifies the situation.
Regards
Justin Rothwell Senior Aerodrome Inspector Aerodrome Standards, Civil Aviation Authority Aviation House 2W, Gatwick Airport South, RH6 0YR +44 (0) 1293 573881 +44 (0) 7867 658060 Fax +44 (0) 1293 573791 [email protected] www.caa.co.uk
From: Tim Maskens [mailto:[email protected]] Sent: 06 August 2010 14:53 To: Rothwell Justin Subject: FW: 'Pond A' - Lydd
Hello Justin
Just wondering if you could give me an answer on the earlier email below?
B Rgds, Tim
Tim Maskens
SATCO
London Ashford Airport Ltd.
Lydd Airport
Kent. TN29 9QL 1 tel. 01797 322421
From: Tim Maskens Sent: 16 July 2010 10:25 To: '[email protected]' Subject: 'Pond A' - Lydd
Good morning Justin
Following our discussion at the CAA Aerodrome Audit 6, 7 July, please can you confirm for me that:
• 'Pond A' on the SE side of runway 03/21 does not need to be partly or wholly filled in to retain our Licence • The CAP 168 requirements for the 105m clear and graded area and 150m instrument strip are satisfied
Many thanks, best regards
Tim
Tim Maskens
SATCO
London Ashford Airport Ltd.
Lydd Airport
Kent. TN29 9QL tel. 01797 322421
Disclaimer This e-mail is confidential and intended soley for the use of the individual to whom it is addressed. Any views or opinions presented are soley those of the author and do not represent those of London Ashford Airport Ltd. If you are not the intended recipient, be advised that you have received this mail in error and that any use, dissemination, forwarding, printing or copying of this e-mail is strictly prohibited. Any complaints please contact [email protected]
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2 Disclaimer This e-mail is confidential and intended soley for the use of the individual to whom it is addressed. Any views or opinions presented are soley those of the author and do not represent those of London Ashford Airport Ltd. If you are not the intended recipient, be advised that you have received this mail in error and that any use, dissemination, forwarding, printing or copying of this e-mail is strictly prohibited. Any complaints please contact [email protected]
Eilish Loftus Senior Planner DDI 020 8605 9417
3 APPENDIX 7 (MVXX.LatestTime >= '2009/01/01 00:00:00:0' and MVXX.LatestTime <= '2009/12/31 23:59:59:914' ) Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
1 0 0 0 0 0 0
A109 22 0 0 4 0 0 0
A139 2 0 0 0 0 0 0
A210 2 0 0 2 0 0 0
AA5 260 106 0 14 0 0 0
AC11 16 0 0 6 0 0 0
AERONCA 11AC 8 0 0 2 0 0 0
AERONCA 7AC 6 0 0 3 0 0 0
AEROTECHNIK EV-97 EUROSTAR 2 0 0 0 0 0 0
AGUSTA A109A II 6 0 0 0 0 0 0
AGUSTA BELL 206A 2 0 0 1 0 0 0
AGUSTA BELL 206B 4 0 0 2 0 0 0
AH-64 2 0 0 0 0 0 0
ALO3 2 0 0 1 0 0 0
AMERICAN AA-5 4 0 0 2 0 0 0
AMERICAN GENERAL AG-5B 4 0 0 0 0 0 0
ARV1 SUPER 2 (MODIFIED) 10 0 0 0 0 0 0
AS332 4 0 0 1 0 0 0
AS350 8 0 0 4 0 0 0
AS350B2 4 0 0 2 0 0 0
AS355F1 18 0 0 2 0 0 0
AS355F2 18 0 0 3 0 0 0
AS355N 6 0 0 0 0 0 0
AS365N 2 0 0 1 0 0 0
AS365N2 2 0 0 0 0 0 0
ASK 16 2 0 0 0 0 0 0
AT-16 HARVARD IIB 8 15 0 0 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 1 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
ATR42-300 30 4 0 15 0 0 0
AUSTER 4 2 0 0 0 0 0 0
AUSTER 5 8 0 0 4 0 0 0
AUSTER 5D 2 0 0 0 0 0 0
AUTOGYRO EUROPE MT-03 4 4 0 0 0 0 0
AVIONS MAX HOLSTE MH 1521 C1 2 0 0 1 0 0 0
B06 2 0 0 1 0 0 0
B350 2 0 0 2 0 0 0
BE300 4 0 0 2 0 0 0
BE33 18 0 0 16 0 0 0
BE40 10 0 0 7 0 0 0
BEAGLE A.109 22 2 0 2 0 0 0
BEAGLE B121 SERIES 2 42 0 0 7 0 0 0
BEAGLE B206 SERIES 1 6 0 0 0 0 0 0
BEECH 200 136 1 0 95 0 0 0
BEECH 23 48 0 0 24 0 0 0
BEECH 35 171 1 0 154 0 0 0
BEECH 58 144 11 0 91 0 0 0
BEECH 76 32 21 0 0 0 0 0
BEECH 95-B55A 2 0 0 0 0 0 0
BEECH A23-24 2 0 0 1 0 0 0
BEECH A36 94 0 0 23 0 0 0
BEECH B200 18 1 0 3 0 0 0
BEECH B24R 12 0 0 3 0 0 0
BEECH B90 52 0 0 21 0 0 0
BEECH C23 10 0 0 3 0 0 0
BEECH C90 4 0 0 2 0 0 0
BEECH F33 50 0 0 45 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 2 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
BEECH F33A 16 0 0 6 0 0 0
BEECH F33C 4 0 0 2 0 0 0
BEECH P35 4 0 0 3 0 0 0
BEECHCRAFT 1900D 2 0 0 2 0 0 0
BELL 206B 24 0 0 4 0 0 0
BELL 206L 2 0 0 0 0 0 0
BELL 206L-1 2 0 0 1 0 0 0
BELL 206L-4 6 0 0 2 0 0 0
BN2A 3 2 0 0 0 0 0 0
BN2A ISLANDER 4 0 0 0 0 0 0
BN2A MK.III-2 TRISLANDER 8 0 0 3 0 0 0
BN2A-26 ISLANDER 8 0 0 0 0 0 0
BN2A-6 ISLANDER 2 0 0 0 0 0 0
BN2T ISLANDER 6 0 0 0 0 0 0
BN2T-4S ISLANDER 2 0 0 0 0 0 0
BOLKOW BO 207 2 0 0 0 0 0 0
BOLKOW BO 209 MONSUN 34 7 0 1 0 0 0
BOLKOW BO-207 2 0 0 1 0 0 0
BOLKOW BO-209 2 0 0 1 0 0 0
BULLDOG SERIES 100 MODEL 101 2 0 0 0 0 0 0
BULLDOG SERIES 120 MODEL 121 16 0 0 1 0 0 0
BULLDOG SERIES 120 MODEL 1210 4 0 0 3 0 0 0
BULLDOG SERIES 120 MODEL 122 4 0 0 3 0 0 0
BULLDOG SERIES 120 MODEL 125 2 0 0 1 0 0 0
BULLDOG SERIES 120 MODEL 128 2 0 0 1 0 0 0
C172 22 2 0 1 0 0 0
C180 5 6 0 0 0 0 0
C182 4 0 0 1 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 3 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
C25A 4 0 0 2 0 0 0
C406 2 0 0 0 0 0 0
C510 6 7 0 0 0 0 0
C550 14 0 0 8 0 0 0
C560 2 0 0 1 0 0 0
C56X 22 0 0 15 0 0 0
C680 8 0 0 6 0 0 0
CAP 10B 13 32 0 0 0 0 0
CAP 231 2 0 0 1 0 0 0
CAP 232 2 0 0 1 0 0 0
CEA DR221 4 0 0 1 0 0 0
CEA DR300/140 6 0 0 5 0 0 0
CEA DR400/120 32 4 0 0 0 0 0
CEA DR400/140B 50 1 0 0 0 0 0
CEA DR400/160 10 2 0 1 0 0 0
CEA DR400/180 6 0 0 0 0 0 0
CEA DR400/2+2 187 29 0 16 0 0 0
CESSNA 120 2 0 0 0 0 0 0
CESSNA 150 2 0 0 1 0 0 0
CESSNA 150A 2 0 0 0 0 0 0
CESSNA 150E 4 0 0 1 0 0 0
CESSNA 150H 2 0 0 0 0 0 0
CESSNA 150K 2 0 0 0 0 0 0
CESSNA 150L 20 0 0 1 0 0 0
CESSNA 150M 20 4 0 0 0 0 0
CESSNA 152 958 260 0 5 0 0 0
CESSNA 172 122 22 0 11 0 0 0
CESSNA 172A 10 0 0 4 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 4 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
CESSNA 172B 2 0 0 0 0 0 0
CESSNA 172C 44 7 0 0 0 0 0
CESSNA 172K 8 0 0 7 0 0 0
CESSNA 172M 12 0 0 3 0 0 0
CESSNA 172N 144 21 0 18 0 0 0
CESSNA 172P 95 3 0 0 0 0 0
CESSNA 172Q 24 2 0 1 0 0 0
CESSNA 172R 14 0 0 0 0 0 0
CESSNA 172RG 14 0 0 3 0 0 0
CESSNA 172S 74 24 0 7 0 0 0
CESSNA 175B (MODIFIED) 2 0 0 0 0 0 0
CESSNA 175C 2 0 0 1 0 0 0
CESSNA 177B 2 0 0 1 0 0 0
CESSNA 177RG 4 0 0 1 0 0 0
CESSNA 180A 2 0 0 2 0 0 0
CESSNA 182A 28 0 0 7 0 0 0
CESSNA 182B 4 0 0 2 0 0 0
CESSNA 182C 6 3 0 6 0 0 0
CESSNA 182E 2 0 0 1 0 0 0
CESSNA 182F 2 0 0 0 0 0 0
CESSNA 182M 12 8 0 0 0 0 0
CESSNA 182P 50 8 0 19 0 0 0
CESSNA 182Q 6 0 0 1 0 0 0
CESSNA 182R 16 0 0 0 0 0 0
CESSNA 182S 6 0 0 0 0 0 0
CESSNA 182T 28 0 0 0 0 0 0
CESSNA 210 4 0 0 0 0 0 0
CESSNA 210M 2 0 0 0 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 5 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
CESSNA 310R 4 0 0 0 0 0 0
CESSNA 337 2 0 0 1 0 0 0
CESSNA 340 19 0 0 5 0 0 0
CESSNA 404 182 0 0 82 0 0 0
CESSNA 425 6 0 0 2 0 0 0
CESSNA 501 4 0 0 0 0 0 0
CESSNA 525 22 0 0 7 0 0 0
CESSNA 525A 26 0 0 13 0 0 0
CESSNA A150K 2 0 0 0 0 0 0
CESSNA A152 14 0 0 0 0 0 0
CESSNA A185F 4 0 0 1 0 0 0
CESSNA F150G 4 0 0 0 0 0 0
CESSNA F150J 6 0 0 0 0 0 0
CESSNA F150K 22 0 0 0 0 0 0
CESSNA F150L 26 4 0 3 0 0 0
CESSNA F152 13 0 0 0 0 0 0
CESSNA F172F 12 5 0 0 0 0 0
CESSNA F172G 10 0 0 0 0 0 0
CESSNA F172H 24 4 0 1 0 0 0
CESSNA F172L 42 8 0 0 0 0 0
CESSNA F172M 88 0 0 6 0 0 0
CESSNA F177RG 6 0 0 2 0 0 0
CESSNA FA150L 4 0 0 0 0 0 0
CESSNA FR172G 4 0 0 3 0 0 0
CESSNA FR172H 50 13 0 0 0 0 0
CESSNA FR172J 2 0 0 2 0 0 0
CESSNA FRA150L 2 0 0 0 0 0 0
CESSNA R182 2 0 0 0 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 6 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
CESSNA T182 24 0 0 0 0 0 0
CESSNA T182T 4 0 0 0 0 0 0
CESSNA T188C 2 0 0 2 0 0 0
CESSNA T210N 2 0 0 0 0 0 0
CESSNA T303 12 0 0 0 0 0 0
CESSNA T310R 4 0 0 0 0 0 0
CESSNA TR182 2 0 0 0 0 0 0
CHINOOK 6 0 0 0 0 0 0
CHRISLEA CH3 SUPER ACE 2 0 0 0 0 0 0
CHRISTEN EAGLE II 8 0 0 1 0 0 0
CIRRUS SR20 206 32 0 31 0 0 0
CIRRUS SR22 166 11 0 14 0 0 0
COZY 54 6 0 13 0 0 0
CP301S 8 0 0 4 0 0 0
CT2K 20 8 0 0 0 0 0
CZAW SPORTCRUISER 10 0 0 0 0 0 0
DA20-A1 24 0 0 1 0 0 0
DA20-C1 6 0 0 2 0 0 0
DA40 140 71 0 16 0 0 0
DA40D 188 161 0 2 0 0 0
DA42 151 144 0 5 0 0 0
DH104 DOVE 8 2 0 0 0 0 0 0
DH82A (AUST) TIGER MOTH 2 0 0 1 0 0 0
DH83C FOX MOTH 4 0 0 2 0 0 0
DH84 DRAGON 2 0 0 1 0 0 0
DH87B HORNET MOTH 6 0 0 2 0 0 0
DHC-1 CHIPMUNK 22 22 4 0 3 0 0 0
DHC8 311 4 0 0 0 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 7 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
DIAMOND HK 36TTC SUPER DIMONA 2 0 0 1 0 0 0
DO28 B1 2 0 0 1 0 0 0
DO328J 2 0 0 2 0 0 0
DORNIER 228-200 2 0 0 0 0 0 0
DORNIER DO.228-200 4 0 0 0 0 0 0
DR100A 2 0 0 1 0 0 0
DR221 2 0 0 2 0 0 0
DR340 2 0 0 2 0 0 0
DR40 4 0 0 3 0 0 0
DR400 140 2 0 0 1 0 0 0
DR400 160 4 0 0 4 0 0 0
DR400 2+2 4 0 0 3 0 0 0
DV20 6 0 0 4 0 0 0
EAGLE II 2 0 0 0 0 0 0
EC120 4 0 0 1 0 0 0
EC120B 8 0 0 4 0 0 0
EC135 P2 4 0 0 4 0 0 0
EC135 T2 4 0 0 0 0 0 0
EC145 4 0 0 1 0 0 0
EC155 B1 8 3 0 1 0 0 0
EDGE 360 4 0 0 2 0 0 0
ENSTROM 280FX 4 0 0 2 0 0 0
ENSTROM 480 2 0 0 0 0 0 0
ENSTROM 480B 4 0 0 1 0 0 0
ENSTROM F-28A 4 0 0 0 0 0 0
ENSTROM F-28C 4 0 0 0 0 0 0
ERCOUPE 415D 4 0 0 0 0 0 0
EUROPA 32 0 0 6 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 8 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
EUROPA XS 42 3 0 13 0 0 0
EUROPA XS T-G 14 12 0 0 0 0 0
EV97 20 5 0 2 0 0 0
EXTRA EA 230 2 0 0 1 0 0 0
EXTRA EA 260 2 0 0 1 0 0 0
EXTRA EA 300 4 0 0 2 0 0 0
EXTRA EA 300/L 2 10 0 0 0 0 0
EXTRA EA 300/S 2 0 0 1 0 0 0
FALCO F8L 4 0 0 0 0 0 0
FALCONAR F-11-3 6 0 0 0 0 0 0
FOURNIER RF4D 2 0 0 1 0 0 0
FUJI FA-200-180 6 0 0 0 0 0 0
G115A 2 0 0 1 0 0 0
GARDAN GY80-160 2 0 0 1 0 0 0
GARDAN GY80-180 6 2 0 0 0 0 0
GAZELLE HT.MK3 2 0 0 1 0 0 0
GLASAIR IIS 6 0 0 5 0 0 0
GLASAIR IIS RG 2 0 0 1 0 0 0
GLOS-AIRTOURER SUPER 150 6 0 0 0 0 0 0
GROB G109B 4 0 0 2 0 0 0
GROB G115B 2 0 0 1 0 0 0
GROB G115D 2 4 0 0 2 0 0 0
GROB G115E 16 0 0 8 0 0 0
GRUMMAN AA-1B 8 0 0 2 0 0 0
GRUMMAN AA-1C 6 0 0 2 0 0 0
GRUMMAN AA-5 74 18 0 5 0 0 0
GRUMMAN AA-5A 45 13 0 5 0 0 0
GRUMMAN AA-5B 16 1 0 4 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 9 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
GULFSTREAM AA-5A 8 0 0 0 0 0 0
GULFSTREAM AA-5B 39 11 0 2 0 0 0
GULFSTREAM AMERICAN GA-7 8 0 0 0 0 0 0
GULFSTREAM III 2 0 0 1 0 0 0
GULFSTREAM V 2 0 0 2 0 0 0
GYROPLANE MODEL 1 31 42 0 0 0 0 0
H36 DIMONA 4 0 0 2 0 0 0
H500 2 0 0 1 0 0 0
H64 4 0 0 2 0 0 0
HS.125 SERIES 700B 10 0 0 5 0 0 0
HS125 6 0 0 1 0 0 0
HS125-800 10 0 0 5 0 0 0
HUGHES 369E 4 0 0 2 0 0 0
HUGHES 369HM 2 0 0 1 0 0 0
IKARUS C42 FB100 VLA 36 8 0 6 0 0 0
JABIRU J400 46 0 0 12 0 0 0
JABIRU SK 6 0 0 1 0 0 0
JABIRU SP-470 6 0 0 3 0 0 0
JABIRU SPL-450 2 0 0 0 0 0 0
JABIRU UL 2 0 0 0 0 0 0
JODEL D120A 38 0 0 6 0 0 0
JODEL D140B 2 0 0 0 0 0 0
JODEL D140C 2 0 0 0 0 0 0
JODEL D150 6 5 0 0 0 0 0
JODEL DR100A 2 0 0 0 0 0 0
JODEL DR1050 8 0 0 4 0 0 0
JODEL DR1050-M1 2 0 0 0 0 0 0
JODEL DR1051 2 0 0 0 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 10 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
JODEL DR1051 (MODIFIED) 4 0 0 2 0 0 0
JODEL DR105A 2 0 0 1 0 0 0
JODEL DR250/160 8 0 0 1 0 0 0
KA 27 4 0 0 2 0 0 0
KESTRL 2 0 0 0 0 0 0
KODIAK 16 2 0 1 0 0 0
L39 2 0 0 1 0 0 0
LAKE LA-250 2 0 0 0 0 0 0
LANCAIR 360 4 6 0 0 0 0 0
LEARJET 31 8 0 0 8 0 0 0
LEARJET 45 24 0 0 18 0 0 0
LUSCOMBE 8A 2 0 0 0 0 0 0
LUSCOMBE 8E 8 0 0 1 0 0 0
LYNX 38 0 0 15 0 0 0
LYNX ALL MARKS 4 0 0 0 0 0 0
LYNX MK 2 2 0 0 1 0 0 0
LYNX MK 87 4 0 0 1 0 0 0
LYNX MK 88 6 0 0 3 0 0 0
M20 8 0 0 3 0 0 0
M20J 8 0 0 8 0 0 0
M20L 8 2 0 4 0 0 0
MAULE M-7-235B 4 0 0 2 0 0 0
MAULE MT-7-235 2 0 0 0 0 0 0
MCR-01 CLUB 6 0 0 1 0 0 0
MD 500N 2 0 0 0 0 0 0
MD 600N 2 0 0 1 0 0 0
MD 900 4 0 0 0 0 0 0
MERLIN IIA 2 0 0 0 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 11 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
MICRO 48 14 0 14 0 0 0
MICRO FASCINATION 11 0 0 3 0 0 0
MICROLIGHT 62 13 0 16 0 0 0
MILES M38 MESSENGER 4B 4 0 0 0 0 0 0
MONTGOMERIE-BENSEN B8MR 4 0 0 2 0 0 0
MOONEY M20C 2 0 0 1 0 0 0
MOONEY M20E 20 0 0 1 0 0 0
MOONEY M20F 4 0 0 4 0 0 0
MOONEY M20J 10 0 0 2 0 0 0
MOONEY M20K 4 0 0 0 0 0 0
MOONEY M20L 2 0 0 1 0 0 0
MOONEY M20M 2 0 0 0 0 0 0
MOONEY M20R 8 0 0 6 0 0 0
MORANE SAULNIER MS.733 8 0 0 2 0 0 0
MORANE SAULNIER MS.880B 8 0 0 0 0 0 0
MORANE SAULNIER MS.893E 6 0 0 0 0 0 0
MOTOR GLIDER 2 0 0 0 0 0 0
MS230 4 0 0 2 0 0 0
NAMC CJ-6A 2 0 0 0 0 0 0
NORTH AMERICAN P-51D MUSTANG 8 0 0 0 0 0 0
NORTH AMERICAN P-51D-25-NA 4 0 0 0 0 0 0
P180 2 0 0 2 0 0 0
P92E 4 0 0 2 0 0 0
PA24 4 0 0 2 0 0 0
PA28 140 64 19 0 2 0 0 0
PA28 151 10 0 0 1 0 0 0
PA28 160 4 0 0 4 0 0 0
PA28 161 4 0 0 2 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 12 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
PA28 180 4 0 0 0 0 0 0
PA28 181 9 0 0 7 0 0 0
PA28 235 2 0 0 0 0 0 0
PA28 236 12 0 0 0 0 0 0
PA28R 200 2 0 0 0 0 0 0
PA28R 201T 2 0 0 1 0 0 0
PA30 6 0 0 0 0 0 0
PA31 2 0 0 0 0 0 0
PA31 350 4 0 0 1 0 0 0
PA31T1 2 0 0 1 0 0 0
PA32 260 10 0 0 3 0 0 0
PA32R 301 2 0 0 2 0 0 0
PA34 200 2 0 0 1 0 0 0
PA46 310P 134 19 0 27 0 0 0
PA46 350P 6 0 0 5 0 0 0
PA46T 62 0 0 15 0 0 0
PARTENAVIA P68B 6 2 0 0 0 0 0
PELICAN PL 2 0 0 0 0 0 0
PIERRE ROBIN DR400/100 4 0 0 2 0 0 0
PIERRE ROBIN DR400/180 56 3 0 7 0 0 0
PIERRE ROBIN DR400/500 8 4 0 0 0 0 0
PIERRE ROBIN HR100/200B 30 0 0 18 0 0 0
PIERRE ROBIN HR200/100 2 0 0 0 0 0 0
PIERRE ROBIN HR200/120 4 0 0 0 0 0 0
PIERRE ROBIN R1180T 6 0 0 0 0 0 0
PIERRE ROBIN R1180TD 6 0 0 0 0 0 0
PIERRE ROBIN R3000/120 2 0 0 0 0 0 0
PIERRE ROBIN R3000/160 2 0 0 0 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 13 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
PIETENPOL AIR CAMPER 2 0 0 0 0 0 0
PILATUS PC-12/45 2 0 0 1 0 0 0
PILATUS PC-12/47 4 0 0 4 0 0 0
PILATUS PC12 2 0 0 2 0 0 0
PIONEER 300 2 0 0 0 0 0 0
PIPER J3C-65 4 0 0 1 0 0 0
PIPER L18C 2 0 0 0 0 0 0
PIPER L18C (MODIFIED) 2 0 0 0 0 0 0
PIPER PA-17 2 0 0 1 0 0 0
PIPER PA-22-108 2 0 0 1 0 0 0
PIPER PA-22-135 6 0 0 3 0 0 0
PIPER PA-22-150 6 0 0 3 0 0 0
PIPER PA-23 4 0 0 4 0 0 0
PIPER PA-23-250 305 138 0 3 0 0 0
PIPER PA-24 2 0 0 0 0 0 0
PIPER PA-24-250 6 0 0 0 0 0 0
PIPER PA-24-260 22 0 0 16 0 0 0
PIPER PA-25-235 (MODIFIED) 2 0 0 1 0 0 0
PIPER PA-28 4 0 0 1 0 0 0
PIPER PA-28-140 154 1 0 5 0 0 0
PIPER PA-28-150 2 0 0 2 0 0 0
PIPER PA-28-151 52 1 0 4 0 0 0
PIPER PA-28-151 (MODIFIED) 46 0 0 0 0 0 0
PIPER PA-28-160 4 0 0 2 0 0 0
PIPER PA-28-161 2130 594 0 139 0 0 0
PIPER PA-28-180 225 6 0 46 0 0 0
PIPER PA-28-181 868 112 0 122 0 0 0
PIPER PA-28-201T 2 0 0 0 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 14 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
PIPER PA-28-235 6 0 0 1 0 0 0
PIPER PA-28-236 28 0 0 4 0 0 0
PIPER PA-28R-180 44 0 0 4 0 0 0
PIPER PA-28R-200 54 8 0 2 0 0 0
PIPER PA-28R-200-2 120 18 0 5 0 0 0
PIPER PA-28R-201 314 62 0 49 0 0 0
PIPER PA-28R-201T 32 0 0 7 0 0 0
PIPER PA-28RT-201 10 0 0 0 0 0 0
PIPER PA-28RT-201T 28 0 0 1 0 0 0
PIPER PA-30 20 1 0 2 0 0 0
PIPER PA-31 155 9 0 43 0 0 0
PIPER PA-31-350 296 6 0 217 0 0 0
PIPER PA-31T2 6 0 0 3 0 0 0
PIPER PA-32-260 17 0 0 6 0 0 0
PIPER PA-32-300 16 0 0 1 0 0 0
PIPER PA-32-301 2 0 0 0 0 0 0
PIPER PA-32R-300 22 0 0 8 0 0 0
PIPER PA-32R-301 36 4 0 4 0 0 0
PIPER PA-32R-301T 5 0 0 0 0 0 0
PIPER PA-32RT-300 8 0 0 2 0 0 0
PIPER PA-32RT-300T 6 0 0 2 0 0 0
PIPER PA-34-200 10 6 0 0 0 0 0
PIPER PA-34-200-2 60 4 0 0 0 0 0
PIPER PA-34-200T 65 0 0 14 0 0 0
PIPER PA-34-220T 65 3 0 8 0 0 0
PIPER PA-38-112 58 3 0 0 0 0 0
PIPER PA-39 8 0 0 0 0 0 0
PIPER PA-42 6 0 0 3 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 15 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
PIPER PA-44-180 2 0 0 0 0 0 0
PIPER PA-44-180T 2 0 0 2 0 0 0
PIPER PA-46-310P 2 4 0 0 0 0 0
PIPER PA-46-350P 2 0 0 2 0 0 0
PIPER PA-46-500TP 12 0 0 5 0 0 0
PIPER PA-60-601P 2 0 0 0 0 0 0
PIPER PA-E23-250 2 0 0 0 0 0 0
PUMA 4 0 0 0 0 0 0
R22 6 0 0 1 0 0 0
R44 22 0 0 6 0 0 0
RAF 2000 84 117 0 0 0 0 0
RAF 2000 GTX-SE 61 66 0 0 0 0 0
RANS S10 6 0 0 0 0 0 0
REIMS CESSNA F150M 4 0 0 1 0 0 0
REIMS CESSNA F152 740 194 0 8 0 0 0
REIMS CESSNA F172M 2 0 0 1 0 0 0
REIMS CESSNA F172N 324 38 0 46 0 0 0
REIMS CESSNA F172P 6 0 0 1 0 0 0
REIMS CESSNA F177RG 6 0 0 0 0 0 0
REIMS CESSNA F182P 2 0 0 1 0 0 0
REIMS CESSNA F182Q 10 0 0 4 0 0 0
REIMS CESSNA F406 10 9 0 0 0 0 0
REIMS CESSNA FA152 34 0 0 1 0 0 0
REIMS CESSNA FR172K 6 0 0 1 0 0 0
REIMS CESSNA FRA150L 36 0 0 3 0 0 0
REIMS CESSNA FRA150M 20 6 0 0 0 0 0
REPLICA CAMPBELL CRICKET 2 0 0 0 0 0 0
RF10 2 0 0 1 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 16 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
RF4D 2 0 0 1 0 0 0
ROBIN DR400/135 14 0 0 12 0 0 0
ROBIN DR400/140B 10 0 0 8 0 0 0
ROBIN DR400/180 16 0 0 6 0 0 0
ROBIN DR400/180R 6 0 0 5 0 0 0
ROBIN DR400/500 12 0 0 1 0 0 0
ROBIN HR200/120 4 0 0 0 0 0 0
ROBIN R2160 2 0 0 0 0 0 0
ROBINSON R22 4 0 0 2 0 0 0
ROBINSON R22 BETA 182 1 0 18 0 0 0
ROBINSON R22 MARINER 2 0 0 1 0 0 0
ROBINSON R44 128 0 0 48 0 0 0
ROBINSON R44 II 26 0 0 6 0 0 0
ROCKWELL COMMANDER 112 12 0 0 1 0 0 0
ROCKWELL COMMANDER 112TC 8 0 0 0 0 0 0
ROCKWELL COMMANDER 112TCA 12 2 0 0 0 0 0
ROCKWELL COMMANDER 114 97 0 0 15 0 0 0
ROCKWELL COMMANDER 690A 4 0 0 0 0 0 0
ROTORSPORT UK MT-03 84 107 0 2 0 0 0
RUSCHMEYER R90-230RG 4 0 0 2 0 0 0
RUTAN LONG-EZ 6 0 0 0 0 0 0
RUTAN LONG-EZ (MODIFIED) 4 0 0 0 0 0 0
RUTAN VARIEZE 2 0 0 0 0 0 0
RV4 18 0 0 0 0 0 0
RV6 4 0 0 4 0 0 0
RV8 2 0 0 2 0 0 0
S208 SERIES 4 0 0 2 0 0 0
S332 2 0 0 1 0 0 0
11/12/2010 16:27:59 www.airops.co.uk Page 17 of 20 Airport Movement Statistics
Movements T&G Night Int. Airways Pax Freight
SA330J 6 0 0 1 0 0 0
SA332 2 0 0 0 0 0 0
SA341G 12 0 0 4 0 0 0
SA341G GAZELLE 1 6 0 0 0 0 0 0
SA342 10 0 0 0 0 0 0
SCHEIBE SF25C 2 0 0 0 0 0 0
SCHWEIZER 269C-1 4 0 0 2 0 0 0
SCINTEX CP1310-C3 2 0 0 0 0 0 0
SEA KING MK 4 8 0 0 4 0 0 0
SEA KING MK 45 10 0 0 2 0 0 0
SF260 ALL SERIES 6 0 0 4 0 0 0
SIAI MARCHETTI F.260 2 0 0 0 0 0 0
SIAI MARCHETTI SF.260W 44 13 0 8 0 0 0
SIKORSKY S-76A (MODIFIED) 4 1 0 0 0 0 0
SIKORSKY S61N 6 0 0 0 0 0 0
SIKORSKY S76A 2 0 0 0 0 0 0
SILENCE TWISTER 6 0 0 3 0 0 0
SIPA 903 2 0 0 0 0 0 0
SKYRANGER 912(2) 2 0 0 1 0 0 0
SLINGSBY T67M MKII 10 0 0 1 0 0 0
SOCATA TB10 94 4 0 10 0 0 0
SOCATA TB20 306 29 0 21 0 0 0
SOCATA TB200 184 79 0 20 0 0 0
SOCATA TB21 2 0 0 0 0 0 0
SOCATA TB9 96 31 0 10 0 0 0
SOCATA TBM700 6 0 0 0 0 0 0
SPITFIRE HFIX 6 0 0 0 0 0 0
SPITFIRE LF XVIE 6 0 0 0 0 0 0
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Movements T&G Night Int. Airways Pax Freight
SQUIRREL 2 0 0 0 0 0 0
STEMME S10 2 0 0 1 0 0 0
SU 26MX 2 0 0 1 0 0 0
SUKHOI SU-26M 2 0 0 1 0 0 0
SWIFT 2 0 0 1 0 0 0
T-6G 2 0 0 0 0 0 0
TAIFUN 17E 2 0 0 1 0 0 0
TB10 12 0 0 7 0 0 0
TB20 12 0 0 8 0 0 0
TB9 2 0 0 1 0 0 0
TBM700 29 0 0 11 0 0 0
TBM850 44 2 0 25 0 0 0
TECNAM P2002 EA SIERRA 12 0 0 8 0 0 0
TECNAM P2002-EA SIERRA 2 0 0 0 0 0 0
TIPSY BELFAIR 2 0 0 0 0 0 0
TOBAGO 18 0 0 3 0 0 0
TRAVEL AIR 12Q 2 0 0 0 0 0 0
TRI R-KIS 2 0 0 2 0 0 0
TRINIDAD 6 1 0 3 0 0 0
TWISTER KT85B 2 0 0 1 0 0 0
VANS RV-10 6 0 0 3 0 0 0
VANS RV-4 10 0 0 4 0 0 0
VANS RV-6 60 32 0 5 0 0 0
VANS RV-6A 16 0 0 1 0 0 0
VANS RV-7 12 0 0 7 0 0 0
VANS RV-8 20 0 0 1 0 0 0
VANS RV-9 16 5 0 0 0 0 0
VANS RV-9A 12 0 0 2 0 0 0
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Movements T&G Night Int. Airways Pax Freight
VARGA 2150A KACHINA 2 0 0 0 0 0 0
VELOCI 4 1 0 0 0 0 0
WASSMER WA52 2 0 0 1 0 0 0
WESTLAND LYNX SERIES 1 2 0 0 1 0 0 0
WS PUMA HCI 2 0 0 0 0 0 0
YAK 18 10 1 0 1 0 0 0
YAK 18T 35 0 0 17 0 0 0
YAK-3U 4 0 0 1 0 0 0
ZENAIR CH 250 2 0 0 2 0 0 0
ZENAIR CH 601HDS 2 0 0 0 0 0 0
ZLIN Z.326 2 0 0 0 0 0 0
ZLIN Z.526 102 3 0 0 0 0 0
ZZZZ 2 0 0 1 0 0 0
Totals 15743 3028 0 2573 0 0 0 (Including T+G) 21799
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