WWW.BLACKPOOLINTERNATIONAL.COM The Future International Master Plan Blackpool Airport Ltd

Serving , and the Northwest of England July 2007

MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM CONTENTS

1. INTRODUCTION 6. LAND USE – FUTURE AIRPORT 8.3.2 Current Assessment 8.4 Landscape and Built Development INFRASTRUCTURE Heritage 2. AIRPORT BACKGROUND 6.1 Introduction 8.5 Water Quality 2.1 History of the Airport 6.2 Apron, Runways, Taxiways 8.6 Visual Amenity 2.2 Location and Operational Facilities 8.7 Green Belt 2.3 Ownership 6.2.1 Aircraft Facility Demands to 2030 8.8 Ecology 2.4 Airport Site 6.2.2 Aircraft Stands 8.9 Community Involvement Policy 6.3 Passenger Terminal 2.5 Passenger Numbers 6.4 Hotel and Business Park 2.6 Aircraft Movements by Category 6.5 Business Aviation 9. SOCIAL AND ECONOMIC 6.6 Aviation Training and BENEFITS 3. THE PLANNING AND Maintenance Centre 9.1 Introduction 6.7 Flying Schools REGULATORY CONTEXT 9.2 Economic and Employment Effects 6.8 Operational Facilities 9.3 The Wider Economic Impact 3.1 National Policies 6.9 Investment 9.3.1 The Value of Connectivity 3.1.1 The Future of Air Transport 9.3.2 Synergy with Key Sectors 3.2 Other National Policies 9.3.3 Inbound Tourism 3.3 Regional Spatial Strategy 7. SURFACE ACCESS 9.3.4 Quality of Life for the Northwest 7.1 Introduction 3.4 Regional Economic Strategy 7.2 Existing Surface Access for the Northwest 7.3 Surface Access Proposals 10.PUBLIC CONSULTATION 3.5 The Northern Way 7.3.1 Vehicular Access to the Airport 10.1 Introduction 3.6 Joint Lancashire Structure Plan 7.3.2 Car Parking 10.2 The Public Consultation Process 3.7 Lancashire Local Transport Plan 7.3.3 Motorway Signage 10.3 Summary of Public Consultation 3.8 Fylde Borough Local Plan 1996-2006 7.3.4 Buses Feedback 3.9 Fylde Borough Local Development 7.3.5 Taxis Statement 7.3.6 Rail 7.3.7 Staff Travel Plan 11. APPENDICES Appendix 1. Glossary of Terms 4. WHITE PAPERFORECASTS Appendix 2. Airport Location Plan 4.1 Introduction 8. ENVIRONMENTAL IMPACTS AND Appendix 3. Drawing of Existing 4.2 White Paper Forecasts MITIGATION MEASURES Airport Layout 4.3 Passenger Forecasts 2005-2030 8.1 Introduction Appendix 4. Phasing Plans 1-3 4.3.1 Forecasts to 2030 8.2 Aircraft Noise Appendix 5. Completed Airport Layout 8.3 Air Quality 5. AIRSPACE 8.3.1 The Legislative Context

03 1. INTRODUCTION

Following the publication of the Government’s Transport (DfT) in their document ‘Guidelines Details of the consultation process are covered White Paper on ‘The Future of Air Transport’ on the preparation of Airport Master Plans’, in Section 10 of this document. in December 2003 the majority of airport July 2004. operators in the were asked It is important to emphasise that the Master to submit Master Plans to incorporate the The key objectives of the Master Plan are to: Plan has been produced at the request of the Government’s conclusions regarding the future - Enable on-going interaction between the key Government in response to the White Paper in development of to 2030. stakeholder groups by providing all interested 2003. It is not a request for planning approval parties with relevant information and but the airport’s vision for the future. A number of key priorities were set out in reference material relating to the airport’s ‘The Future of Air Transport’ White Paper future growth The Master Plan will be reviewed every five including those to; - Provide sufficient detail about the future of years to ensure that it remains relevant and - increase the choice of routes and services the airport essential to inform the local and appropriate. at airports outside the South East regional planning process. It will enable the - promote regional development proposals to be integrated into the Local In this Master Plan all references to ‘the airport’ - relieve pressure on the more overcrowded Development Schemes of both Fylde and mean Blackpool International Airport. airports by making the best use of existing Councils. In particular airport capacity will inform the process with the production - reduce the need for long distance travel to of an Action Area Plan which will be a and from airports Development Plan Document

Encouraging people to fly on direct services The guidance suggests that local stakeholders from their local airport rather than making should be consulted in the preparation of a long journey to a hub airport not only the Master Plan. The Airport has undertaken reduces emissions but can also reduce travel an extensive consultation process with key time for business and leisure users. Since the stakeholders that have an interest in the change of ownership in 2004, Blackpool airport’s future. In particular the relevant local International Airport has grown from a authorities and regional agencies have had a municipal airport to an established regional copy of the draft Master Plan for comment. airport with international flights to over 20 destinations. The feedback from the consultation process was wide ranging and a number of the The Master Plan for Blackpool International comments and concerns raised by interested Airport has been produced following the parties including members of the public have guidelines set out by the Department for been addressed in the final Master Plan.

04 MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM 2. AIRPORT BACKGROUND

2.1 2.2 annum. There are a number of additional HISTORY OF THE AIRPORT LOCATION buildings and hangars located principally BLACKPOOL INTERNATIONAL AIRPORT Blackpool International Airport is one of the The airport is located 3.5 miles from Blackpool on the north side of the aerodrome. PASSENGER THROUGHPUT 2001-2007 longest established airports in the United town centre and is easily accessed by road. (000’s PASSENGERS) Kingdom. The major route to Blackpool is the M55, The Airport site is freehold. 2001 81 which links directly to the . 2002 70 Flying began at the airport in 1909, although a Road access to the airport from the M55 is via 2.5 2003 187 year later the land at Squires Gate was turned the A5230 Squires Gate Lane. There are also PASSENGER NUMBERS 2001-2006 2004 266 into a horse-racing course. This ceased with bus services from Blackpool North railway Until recently, the airport has only handled 2005 377 the outbreak of the First World War, and the station and the town centre. There is a railway a limited number of commercial flights and site turned into a military convalescent home station called Squires Gate located within five passengers on an annual basis. However, 2006 555 which eventually closed down in 1924. minutes walk from the airport with hourly the growth of low cost airlines has altered 2007 800 (ƒ) In 1939, the airfield was taken over and services to Preston and East Lancashire. the position over the last three years and SOURCE: CAA AIRPORT STATISTICS developed by the Royal Air Force. Four runways, passenger numbers have been steadily a range of hangars and ammunitions stores A location map can be found in Appendix 2. increasing as demonstrated in the table were subsequently constructed. opposite. BLACKPOOL INTERNATIONAL AIRPORT 2.3 AIRCRAFT MOVEMENTS 2000-2006 At the end of the Second World War, Squires OWNERSHIP 2.6 Gate was designated a civil airport, during The airport is owned by MAR Properties, AIRCRAFT MOVEMENTS 2000 75,496 which time substantial alterations and with Blackpool Borough Council retaining There are currently around 1,695 business 2001 71,788 improvements were carried out in order to a 5% share in the airport. MAR Properties aviation movements at the airport, although this 2002 68,785 attract new business. Blackpool Corporation is a private company whose other main is forecast to increase as capacity constraints 2003 75,371 assumed ownership of the airport from the aviation interest is . increase at the major airports. 2004 76,314 Ministry of Aviation in 1962. In 1987, the airport The Airport employs its own management 2005 76,779 became a private limited company with the team and the company currently has 210 General aviation movements generated by 2006 65,990 Council holding 100% of the share. employees. helicopters and private aircraft are expected SOURCE: CAA AIRPORT STATISTICS to remain at the airport for the duration of this Since July 2004, MAR Properties Limited 2.4 plan. Helicopter and private aircraft movements have operated the airport, investing in the THE AIRPORT SITE currently account for around 72% of the overall infrastructure and attracting new flights The airport occupies 198 hectares. There is aircraft movements. and operators. one main terminal building of 3,800m2, with a capacity of 1.5 million passengers per

05 3. THE PLANNING AND REGULATORY CONTEXT

Government at national, regional and in new locations by making the best use boundaries and land ownership. We consider, local level influences the operation and of existing capacity where possible therefore, that any proposals that come forward development of airports. This section outlines - Respects the rights and interests of those to cater for future expansion should be those policies that have a bearing on the future affected by airport development determined locally”. development of Blackpool International Airport. - Provides greater certainty for all concerned in the planning of future airport capacity, After London, the South East and Scotland, 3.1 but at the same time is sufficiently flexible the North West as a region has the highest NATIONAL POLICIES to recognise and adapt to the uncertainties propensity to fly and the growth over the inherent in long term planning period of the Master Plan is expected to 3.1.1 increase significantly and notably higher ‘THE FUTURE OF AIR Of particular relevance to Blackpool than the other regions. TRANSPORT’ WHITE PAPER International Airport is that the White Paper The Government’s White Paper, ‘The Future recognises that airports are important for the 3.2 of Air Transport’ was published in December development of regional and local economies. OTHER NATIONAL POLICIES 2003. It set out a 30 year policy for airports It states that – “The Government wishes to The other relevant national policies are based on balancing the economic benefits of encourage the growth of regional airports listed below: growth with its potential environmental effects. in order to support regional economic The Government believes that simply building development, provide passengers with greater Planning Policy Statement 1: Delivering more and more capacity is not a sustainable choice and reduce pressures on the more Sustainable Development, Planning Policy way forward. Instead a balanced approach is overcrowded airports in the South East. Guidance 2: Greenbelts, Planning Policy required which; Proposals to establish Centres of Excellence Statement 11: Regional Spatial Strategies, - Recognises the importance of air travel to our for aircraft maintenance and aviation-related Planning Policy Statement 12: Local national and regional economic prosperity, business clusters at or around regional airports Development Frameworks, Planning Policy and that not providing additional capacity could also contribute to these aims.” Guidance 13: Transport, Planning Policy where it is needed would significantly Statement 23: Planning and Pollution Control damage the economy and national prosperity; The airport is specifically referred to in the and Planning Policy Guidance 24: Planning - Reflects people’s desire to travel further and White Paper as playing an important role and Noise. more often by air, and to take advantage of within the region in addition to serving its own the affordability of air travel and the local catchment. It goes on to state that – These are all relevant to airport development opportunity this brings; “The airport should be capable of developing but are not repeated in this document. - Seeks to reduce and minimise the impacts the additional capacity it needs in order to of airports on those who live nearby and on handle levels of traffic it might attract (including the natural environment; terminal and apron capacity, and possibly a - Minimises the need for airport development short extension) within its existing

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3.3 - the development of urban, rural and coastal and Heysham) through improved surface REGIONAL SPATIAL STRATEGY FOR THE communities as safe, sustainable, attractive access, in particular, as NORTH WEST and distinctive places to live, work and visit; the North of England’s key International air The draft Regional Spatial Strategy (RSS) for - the reduction of economic, environmental, gateway and the Port of Liverpool as the the North West of England was submitted to educational, health and other social UK’s key Atlantic seaport; the ODPM in January 2006. It sets out the inequalities between North West - improve the public realm in the North West’s vision for the North West until 2021. In line communities; regional centres, regional towns and cities with government policy the Regional Transport - the protection and enhancement of the and key tourist destinations through the Strategy (RTS) is integrated with the RSS. regions built and natural environmental introduction of an integrated range of It establishes a regional context for the assets, its coastal areas and unique culture measures to manage travel demand and preparation of Local Transport Plans and Local and heritage; encourage a shift from the car to more Development Frameworks and includes the - the active management and prudent use of sustainable modes of transport; Regional Development Principles and a number our natural and man-made resources, with - support regeneration, reduce social exclusion of objectives of RTS, as defined by Planning fewer emissions of key greenhouse gases, and encourage sustainable tourism in rural Policy Statement 11. The Regional Transport and the most efficient use of infrastructure; areas through enhanced accessibility, by Strategy also sets out the region’s priorities for and developing integrated transport networks transport investment and management across - the introduction of a safe, reliable and effective based on hubs at key service centres; all modes. integrated transport network that supports - reduce the wider environmental, social, health opportunities for sustainable growth and and quality of life impacts of road transport The document was subject to a public provides better links with jobs and services and infrastructure through the development consultation process, which commenced in of a structured framework for managing and March 2006. An examination in public was The policies and priorities of the Regional improving the region’s highway network; held in January 2007 and the airport made Transport Strategy as part of the RSS will - encourage economic development and representations regarding the future growth specifically:- maximise regeneration potential in the of the airport. - support economic growth and business peripheral sub regions of Furness and West competitiveness by tackling congestion issues Cumbria by securing the safe, reliable and The following outlines the vision for the region and improving journey times along the effective operation of links to the region’s by 2021: region’s north-south and east-west corridors; principle north-south transport corridor - improved, sustainable economic growth, - support regeneration and reduce social and enhancing access to key employment closing the gaps with parts of the country that exclusion through the development of locations, have the highest economic performance; integrated transport networks within, to and and - a more competitive, productive and inclusive between the region’s cities and other cities - contribute towards the aims and objectives of regional economy, with more people in in other regions; the Regional Freight Strategy and in particular, employment that uses and develops their - underpin the gateway functions of the region’s facilitate opportunities for increasing the knowledge and skills; main airports (Manchester, Liverpool and movement of freight by rail and on water Blackpool) and ports (Liverpool, Manchester

07 Section 10 of the RSS deals with transport the casino proposals for Blackpool was also Also in paragraph 5.115 further reference is policy. Policy RT3: Airports specifically refers to made. Action 74 of the document specifically made regarding the status of the airport:- airports in the region. Airports are identified refers to the airport. - We need DTI, ODPM, DoT and other central as key economic drivers and there is specific departmental support for the development reference to the airport in the policy. Airports 3.5 and expansion of Blackpool International will be required to complete Master Plans THE NORTHERN WAY Airport as the City Region Airport for Central for their future development up to 2030 in The Northern Way Growth Strategy was Lancashire, together with associated accordance with the guidance contained published in 2004 and is likely to be up-dated investments in public transport routes to the in the White Paper, ‘Future of Air Transport’. in late 2006. The Northern Way Business Plan airport. This is critical to facilitating the growth There is also clear reference for the need to was launched in June 2005. The Northern Way of visitors into Central Lancashire and beyond have Master Plans integrated within the is about unlocking the potential for faster into Cumbria and ensuring the international relevant policies as part of the Local economic growth and closing the £30 billion connectivity that will underpin our future Development Framework. output gap between the North of England and economic performance. the rest of the UK. England’s three Northern The following RSS policies are also relevant Regional Development Agencies have united 3.6 to the Master Plan: to help the North reach its full economic JOINT LANCASHIRE STRUCTURE PLAN - Policy CLCR1 on Central Lancashire City potential, to create more jobs, investment The Joint Lancashire Structure Plan forms part Region identifies the importance of the and opportunities for the 15 million people of the Development Plan which relates to the airport to the City Region living in the regions. site of the airport. It is a document jointly - Policy W3 provides an important context produced by Lancashire County Council, on employment land The Northern Way has 10 key investment Blackburn with Darwen Borough Council and priorities and amongst them is reference to Blackpool Borough Council. The plan lifetime is 3.4 the development of a Northern airports until 2016 and there are a number of policies REGIONAL ECONOMIC STRATEGY Priorities Plan. Within the context of the which are relevant to the future of the airport. FOR THE NORTH WEST document reference is made to the airport and Policy 1 of the plan is the general policy on the A draft Regional Economic Strategy (RES) was its potential for growth with the other regional focus of main development proposals and the submitted to Ministers in December 2005. airports. Development programmes are airport is specifically mentioned in Policy 1 (e). The document has been produced as a currently being developed for the various city There is no reference to the airport contained strategy for the promotion of economic growth regions. Blackpool is within the Central in any of the transport and accessibility related throughout the region. Reference is made with Lancashire City Region. In particular within the policies of the plan although all the transport regard to Manchester and Liverpool airports in City Region Development Programme the policies hold some relevance to surface access terms of target passenger levels set out in the following point is referred to in paragraph and infrastructure improvements that will aid White Paper, ‘The Future of Air Transport’. 4.86:- the airport’s expansion and development. Blackpool International Airport is also referred - The development of a much expanded City to in the document in the context of the Regional Airport in Blackpool and better links regeneration of Blackpool and reference to from the City Region to Manchester Airport.

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Policy 14 provides business and industrial 3.8 The airport will nevertheless consult the allocations (for Fylde) and Policy 6 deals with FYLDE BOROUGH LOCAL PLAN 1996 TO 2006 relevant authorities and when necessary the Green Belt and is relevant to further Borough Local Plan forms part of the individual members of the public on its expansion plans consideration. Development Plan, which includes reference development proposals. to development at the airport. The plan was 3.7 adopted in May 2003 and there are two 3.9 LANCASHIRE LOCAL TRANSPORT PLAN specific policies relating to the airport contained FYLDE BOROUGH LOCAL Reference to the airport was initially omitted in Chapter 5 on Transportation. (Policy TR14) DEVELOPMENT STATEMENT in the current Local Transport Plan (LTP). and Chapter 6 Tourism and Recreation (TREC19) As part of the new planning process of policy However, the new and revised LTP will rectify stating the following:- production, Fylde Borough Council produced this omission and the following wording will their first Local Development Scheme in 2005. be included:- TR14 – “The open lands of the airport will be In March 2006 revisions will have been made safeguarded from development under Policy to the Local Development Scheme. As part of LTP2 District Chapter Fylde; SP3. The continuing operation and viability of the revisions to the document, reference will “The operational airport lies within Fylde the airport as a sub-regional facility will be be made to the production of an Action Area Borough and is now in private ownership. Low supported. Development required in relation Plan for Blackpool Airport. This will constitute a cost airlines are becoming increasingly active at to the operation of the airport will be located Development Plan Document. It is hoped that the airport. There are daily flights to Aberdeen, in the areas outside the Green Belt identified the plan will be a jointly produced document , and and a growing on the proposals map.” with Blackpool Borough Council. Although the number of European destinations. The number operational airport is situated entirely within “There are daily flights to of passengers has grown by 1000% since TREC19 – “The development of airport and Fylde Borough’s administrative area, many of Aberdeen, Isle of Man, 2001 and is forecast to reach 800,000 in 2006 associated ancillary leisure uses will be the transport approaches to the Airport are in Dublin and Belfast and and one million in 2009. A new terminal permitted in the area of Blackpool Airport Blackpool and therefore a joint document a growing number building being constructed will have a capacity shown on the proposals map. Proposals should be produced with the co-operation of European destinations. of 2 million passengers per year.” involving built development in the Green Belt and assistance of the airport. The number of passengers will not be permitted” There is further reference to the production of As part of the consultation process Fylde has grown by 1000% a Surface Access Strategy and this Master Plan SP3 sets out the policy considerations for Borough Council have subsequently since 2001 and is forecast forming part of a longer term Transportation development within the Green Belt. It should considered whether the production of an to reach 800,000 in 2006 Strategy. Reference is also made to the airport’s be noted that much of the airport’s proposals Airport Action Area Plan is necessary in and one million in 2009.” aim to reduce reliance on the private motor for new development are considered to be accepting that much of what the airport wish vehicle by encouraging access to and from the permitted development and therefore not to do is permitted development. This issue airport by means of more sustainable methods covered by a requirement for the airport will be reviewed during the lifetime of the of public transport. to seek individual planning applications. Master Plan.

09 4. WHITE PAPER FORECASTS

4.1 Nationally, indicators suggest that there will be INTRODUCTION a continued growth in air travel over the next ACTUAL PASSENGER FORECAST This section considers passenger forecasts at 30 years. FIGURES FOR UP TO 2030 Blackpool International Airport up to 2030. (000’s PASSENGERS) 4.3 2006 555 The Route Development Company (RDC), PASSENGER FORECASTS 2005-2030 2010 1,734 an independent aviation management consultancy, was engaged by the airport 4.3.1 2015 2,709 to produce the passenger forecasts. FORECASTS TO 2030 2020 2,969 - Current estimates from the CAA indicate 2030 3,350 Forecasting passenger demand so far in the that 3 million passengers are flying from future is intrisically difficult. Much depends on Blackpool’s immediate catchment area Route Development Company – 2007 many inter-related factors and unforeseen - There are approximately 35 million visitors events. Experience in the aviation industry annually to the region, namely Lancashire and demonstrates that significant changes can Cumbria. Blackpool International Airport is occur from year to year. currently the most convenient access point for these destinations Since publication of the draft Master Plan, - The resort Master Plan and regeneration Blackpool was not recommended by the projects to turn Blackpool into a year round Casino Advisory Panel as the site for the first tourist resort is targeted at attracting upwards super casino therefore the forecasts in this final of 20 million visitors to the resort by 2010 document reflect that situation using what was termed the base case in the draft document. The actual passenger forecast figures up to 2030 can be summarised as follows: 4.2 WHITE PAPER FORECASTS The forecasts contained within the White Paper were prepared by the DfT for the UK as a whole, and do not therefore, provide individual forecasting figures in relation to the airport. However, it should be noted that the forecasting figures contained within the White Paper have been shown to fall significantly short of actual passenger throughput.

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The airport currently has one aerodrome traffic zone, which is 2.5 nautical miles about the centre point of the runway up to 2,000ft.

There are no routes into and out of the airport shared with other airports. is in close proximity and controlled by Air Traffic Control from both airports.

Based on the projected passenger forecasts and the corresponding increase in air movements the airspace capacity is considered to be sufficient to meet the needs of the growth of the airport.

The airport will be rationalising the use of the current runways. Only one runway (the main one) will be available for aircraft. This is seen as being able to assist in managing air space issues, reduce noise and disturbance and improve air safety

The White Paper reported that the CAA believed that the necessary airspace capacity can, broadly, be provided safely through the redesign of air space and the introduction of enhanced air traffic techniques and systems.

The air space requirements of Blackpool would not be significant within the wider context of the Government proposals for all airports in the North West of England.

11 6. LAND USE – FUTURE AIRPORT INFRASTRUCTURE

6.1 6.2 Runway 10/28 is the main runway with current INTRODUCTION APRON, RUNWAYS, TAXIWAYS AND field dimensions of 1,869m x 46m. With a The current runway infrastructure at the airport OPERATIONAL FACILITIES declared strength (Pavement Classification can accommodate Boeing 737, Airbus A319/ The airport currently has 3 runways, designated Number – PCN) of 30/F/A/W/T, it is suitable 320 and Boeing 757 type aircraft which are as 10/28, 13/31 and 07/25. The length of for aircraft up to Boeing 757 without weight suitable for developing routes to Europe each of these runways is 1869m, 1074m and limitations. and the UK on which the passenger forecasts 870m respectively. There is currently a Runway in Section 4 are based. Whilst a planning End Safety Area, which is published at 90m by Runway 13/31 and Runway 07/25 are application was made by the previous owners 90m, although there is sufficient land for 240m currently used as they provide the means for for a runway extension it is not envisaged that by 150m. take-off and landing for the high number of this will be required during the Master Plan general aviation aircraft at Blackpool Airport, period. For the period up to 2015, it is proposed to which relieves the main runway’s utilisation. carry out alterations to the infrastructure of Runway 07/25 has some advantages due to In order to accommodate the forecast growth the airport, which will entail reconfiguring and its orientation, as it is easier and quicker to taxi in passengers there will though be a extending the apron, runways and taxiways to on and off for departing and arriving aircraft. requirement to modify and develop the improve operational capability. Improvements infrastructure within the aerodrome boundary. will be subject to a formal notification The runway system capacity is dependent on procedure to the CAA. It is envisaged that the taxiway system supporting it. Without a In order to assess the likely impact on the runways 13/31 and 07/25 will be closed sufficient taxiway system providing access infrastructure requirements resulting from within the first 2-3 years of the Master Plan to and egress from the runways, runway the passenger forecasts, TPS an independent period. occupancies increase radically and reduce their consultancy, was engaged by the airport to capacity. As no parallel taxiway is available to provide assistance in determining the following; This Master Plan assumes no further changes reach the far (eastern) end of Runway 10/28 - Terminal facility demand and assessment or extensions to the runway at present. for take-off, or to vacate the runway after of current airside capacity for commercial landing, the runway’s capacity is significantly aircraft, with focus on the runway/taxiway The existing control tower is positioned in the reduced by aircraft taxiing on it. system and the aircraft stands centre of the airfield and currently has sufficient - Airside facility demand assessment (number/ sightlines. In the event that Blackpool Business size of stands, taxiway system) against four Park is extended, the control tower may have to milestones 2010, 2015, 2020, 2030 be relocated.

This section outlines the likely infrastructure The fire station is located to the west of the requirements in Appendix 4 – the Proposed terminal. It is proposed to relocate the fire Airport Layout and the Phasing Plan. station to the south of the airport during the plan period.

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To assess the approximate capacity of the theoretically be higher if several take-offs or runway/taxiway system, a take-off in a westerly landings are performed one after the other, direction is presumed as a worst case, as it separation minima have to be complied with. involves taxiing along the full length of Runway In addition, an aircraft is often not ‘readily 10/28. available’ when a time slot becomes available. - Taxiing distance from a current aircraft stand in front of the terminal building to the western Runway/Taxiway Occupancies for threshold of runway 10/28 measures Take-off (Magenta) and Landing (Blue) approximately 1,140m. Assuming an average Assuming no constraints on the apron, the taxiing speed of 10 knots, taxiing to the current main runway/taxiway system can threshold takes about 220secs. (3.67 minutes) sustain about 8 hourly movements under - Assuming a higher taxiing speed of 15 knots the conditions given. along the length of the runway, the eastern threshold can be reached after a further The airport apron areas have recently been 242secs. (4 minutes) extended and a pushback operation is in place - U-turn duration of approximately 20secs to accommodate four Boeing 737/757’s in a - Take-off run and vacating the runway 40secs nose-in configuration. - The total taxiway/ runway occupation for one aircraft would be 522secs. (8 minutes 42secs) 6.2.1 AIRCRAFT FACILITY DEMAND TO 2030 An aircraft landing under the same conditions Runway System – According to the busy day would occupy the runway/ taxiway system schedule 2030, there are two significant peaks for approximately 260secs (4 minutes 20secs), during the busy day: SOURCE: TPS PLANNING 2006 as it would not need to taxi along the runway 1. The morning movement peak between and perform a U-turn. 06:00 and 06:55 and Adding one take-off operation and one 2. The daytime movement peak between landing operation, the two movements 10:00 and 10:55 together would take 13 minutes. That means that approximately 8 commercial aircraft The busiest hour of the day in terms of runway movements per hour can be performed under movements is the morning peak between current conditions, not taking the actual apron 06:00 – 06:55, when 15 movements occur stand capacity into account (see separate (all departures). That is explained by the section below). Although that figure could relatively high proportion of based low-cost

13 carriers, which have to leave early to achieve - Stand out of operation (maintenance). accommodate sufficient expansion but only for their necessary daily rotations. Of those 15 a short period of time. Architects and MOVEMENTS AND STAND DEMAND movements, 13 are Code C movements. To take those cases into consideration, a consultants have been engaged to prepare 25 MOVEMENTS ANDSTANDSMOVEMENTS The highest number of aircraft movements contingency factor of 15% is commonly applied plans for the submission of a planning during the day occurs between 10:00 and to the number of stands counted. That represents application for the redevelopment of the 20 10:55 (or 10:05 and 11:00) with 14 take-offs a demand of 21 commercial aircraft stands, of terminal. and landings, of which 8 movements are which 15 have to be of Code C size or larger. 15 arrivals. Of those 14 movements, 7 are Code C It is proposed to include within the terminal 10 movements. That implies a high diversity of Although the Busy Day Schedule 2030 does building, facilities which will include a mix of arrivals/departures, and of differently sized not denote Code D aircraft operations leisure and hotel developments. These facilities 5 aircraft, all contributing to high runway demand specifically, a low number of aircraft stands are required to assist the viability of overall due to alternating runway access/egress should be of Code D size to accommodate the infrastructure development of the airport 0 2010 2015 2020 2025 2030 operations and varied aircraft separations occasional use of this type of aircraft. It has to including the new terminal. YEAR during take-off or landing. be noted that in that case not only the stand KEY PEAK HOUR PEAK STAND size has to comply with ICAO Code D standard, The terminal requirements in this section MOVEMENTS MOVEMENTS Of those two cases, the second one is more but stand and taxiway clearances as well. have been calculated using IATA formulae. onerous. Comparing the 14/15 hourly The assumptions are based on today’s SOURCE: TPS PLANNING 2006 movements with the Runway System Capacity The graph opposite depicts the peak hour standards. as discussed in Section 3.1, it becomes evident movement development over the years, as well that with the current infrastructure such a as the related peak stand demand. Figures for The estimated terminal size for the final movement number cannot be sustained. 2025 are interpolated. planning horizon 2030, is based on the A taxiway parallel to the main runway has to following parameters; be provided. 6.3 PASSENGER TERMINAL AND The figures computed provide sufficient facilities 6.2.2 TRANSPORT INTERCHANGE at most busy times of the year. The demand AIRCRAFT STANDS The current passenger terminal building has will only exceed the calculated capacity in a The highest demand for aircraft stands occurs recently been modified and upgraded as few occasions, e.g. when the Seat Load Factor over night, due to the number of based aircraft. part of the redevelopment of the airport. (SLF) rises above 79.7% (holiday periods) or The maximum number of occupied stands The terminal building now has a capacity of when higher frequencies than expected occur required is 18, of which 13 are Code C stands. 1.5 million passengers per year and consists due to delays. The total number of stands provided has to of 13 check-in desks, 6 departure gates, 5,000 cater for the following cases: sq ft of retail space and an additional baggage If new processes, such as self-service check-in - Exceptionally high demands reclaim carousel. Given the capacity of the and Internet check-in are introduced, some - Flight delays recently upgraded terminal building, and taking spatial requirements listed below may be - Aircraft out of operation (blocking stand) into consideration the passenger forecasts, reduced. and it is envisaged that the terminal building could

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6.4 6.6 HOTEL AND BUSINESS PARK AVIATION TRAINING AND Parameter Figure Comment Adjacent to the airport terminal building and MAINTENANCE CENTRE its car park is a public house and hotel. The airport in conjunction with Blackpool and Design Flow Rate Departures 1,638 passengers Based on Busy Day Schedule, high Fylde College are planning to develop an morning peak (first wave) 6:00 – 6:55h Also adjacent to the airport is the Blackpool Aviation Training Centre to provide specialised Design Flow Rate Arrivals 886 passengers Based on Busy Day Schedule, day peak Business Park, previously owned and run by courses. It is proposed to locate this at the 22:10 – 23:05h Blackpool Borough Council. This is now owned airport. Design Flow Rate International Arrivals 673 passengers Between 22:10 and 23:05h by MAR Properties and is an integral element in the future growth of the airport. It is proposed 6.7 Seat Load Factor (SLF) 79.7% to expand the Business Park into the current FLYING SCHOOLS operational area of the airport. This is a key Several flying schools and clubs occupy space element in sustaining the viability of the currently on the airfield. It may be necessary Parameter Figure Comment expansion plans for the airport. It will be the to relocate some facilities to accommodate subject of a planning application in 2007 and improvements and development of a new DEPARTURES it is understood as the area is Green Belt that terminal building. This will be determined after Check-in counters 33 Manual check-in special justification will have to be provided full consultation with the existing tenants and to demonstrate its acceptance. As part of the users. Check-in area 1,155m2 incl. Counters etc application process the airport’s planning Departure Concourse 2,183m2 consultants will submit a full report outlining 6.8 Security screening 1,749m2 the reasons for the intrusion and why it is OPERATIONAL FACILITIES essential to support the airport’s plan for All the operational elements of the airport’s Departure Lounge Airside 2,615m2 expansion. activities are currently located on the northern ARRIVALS side of the airfield. These comprise of a number 2 6.5 of hangars, the terminal building, administration Arrivals Immigration 337m BUSINESS AVIATION block, fire and rescue base and the air traffic Baggage Reclaim Hall 1,920m2 The airport currently caters for a number of control tower. Arrivals Concourse 753m2 business jet owners who operate from the airport. Further sites are available for business All these facilities are on the air side of the Total Terminal gross floor area 24,700m2 Includes retail, plant rooms, offices etc aviation organisations which might wish to airport, but the area in general is adjacent to base aircraft at the airport for maintenance land which is allocated for the expansion of purposes and or Fixed Base Operation (FBO). the adjacent Business Park. This provides the The airport is also a base to CHC Helicopters opportunity to attract new aviation related which provides a vital service in supporting the businesses to the area. gas rigs in the .

15 6.9 INVESTMENT The airport has recently invested in the extension and upgrade of the airport terminal building. The re-fit and extension of the terminal building has cost approximately £2.8 million. Within the early part of the life time of the Master Plan it may be necessary to construct a new terminal building, which will require significant levels of investment. It is anticipated that to cross fund such new airport infrastructure, significant leisure and commercial development will be required as part of any new terminal building.

Regarding other near term investments in the airport it is intended to improve and expand the aircraft parking areas, increase the number of car parking spaces currently available and invest in additional retail uses in the terminal building.

16 MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM 7. SURFACE ACCESS

7.1 At the time of acquisition of the airport from - There is a local tram terminus INTRODUCTION in July 2004 no Surface within one mile of the airport. Whilst not the The importance of surface access to airports Access Strategy had been produced. most conventional form of transport, it was recognised in the July 1998 Government The current new owners have instigated the nevertheless offers another choice for users White Paper, ‘A New Deal for Transport’, which above, and a Surface Access Strategy will be - Options for cycling and walking are over required UK airports to set up an Air Transport produced in early 2007. shadowed by Squires Gate Lane which is a Forum and to produce a Surface Access dual carriageway. However there is potential Strategy. The forum objectives are: 7.2 for improvements to encourage these modes - To draw up and agree challenging short EXISTING SURFACE ACCESS of transport and long term targets for increasing the The airport has the following transport proportion of journeys to the airport made attributes:- 7.3 by public transport - The airport is ideally located on Squires SURFACE ACCESS PROPOSALS - To devise a strategy for achieving those Gate Lane within easy access to the Some of the proposed initiatives that are being targets, drawing on best practice available , which links to the M6. discussed by the Air Transport Forum are - A strategy to achieve these targets, taking into Approximately 10,000 vehicles per day access outlined in the following paragraphs. account the planned growth at the airport the airport site. Traffic characteristics are and background growth in local traffic unusual with the greatest vehicle numbers 7.3.1 - To oversee the implementation of the strategy or peak period occurring between 19:00 VEHICULAR ACCESS TO THE AIRPORT and 20:00 It is accepted that as a result of the expansion The purpose of the Air Transport Forum is to - Blackpool is subject to large swings in traffic of the airport the traffic levels on Squires Gate encourage more passengers to use public volumes due to the seasonal effects of its Lane will increase significantly and there may transport for journeys to and from the airport. trade and events such as the annual be traffic management problems particularly This involves working with the following Illuminations. The airport’s peripheral location around the peak holiday times and during the stakeholders: to these events means that it is often not Illuminations. The entrance to Blackpool Airport • Blackpool Borough Council affected is a signalised junction with the current signals • - The airport is within 250m of Squires Gate being part of Lancashire and Blackpool’s • Fylde Borough Council railway station from which runs an hourly SCOOT system. The junction if it is retained, • Lancashire County Council service to Colne in East Lancashire via Preston. will have to be significantly improved to cope • National Express Whilst service levels are relatively low, the with the expected increase in passenger • Northern Rail station provides a foundation to improve numbers. A new junction to serve a new • Stagecoach public transport access to the airport terminal building could be designed to deal • Virgin Trains - Several key bus routes run in front of or near with this and arrangements along Squires Gate • Jet2.com to the airport. Buses do not currently access Lane reviewed. the airport terminal area, which gives scope for improvement

17 Use of the private car dominates access to In order to restrict or prevent both staff and service operators to encourage further bus Blackpool Airport and is the preferred mode of users of the airport from parking in local routes. transport bringing flexibility, reliability and easy residential areas, the airport will work jointly luggage handling. However, in line with local, with the County and Borough Councils with a 7.3.5 regional and central government policy, the view to introducing procedures and measures, TAXIS airport is working hard to reduce the reliance which would address and control those issues. The airport currently has an agreement with a upon the private motor car and encourage This may include residents parking schemes taxi concession contractor. A daily update of greater proportions of sustainable transport and restricted parking zones. Options for flight arrivals is provided to the taxi company access. addressing this issue are ongoing, but will be and this enables demand to be co-ordinated resolved during this plan period. The Master for arriving passengers. With the exception of Common Edge Road Plan also ensures that sufficient land is zoned and Squires Gate junction, road access to for car parking in the longer term, and should It is recognised that taxis are public transport Blackpool Airport is reliable, with few areas demand exceed the forecast, it may be and do provide a valuable customer service, of congestion close to the airport, making possible to build multi deck car parks. particularly in areas without other public journeys by car quick, easy and low cost. The transport services or at times of day when bus traffic is subject to large seasonal swings due to 7.3.3 services operate less often. the tourism effect of Blackpool and events such MOTORWAY SIGNAGE as the Illuminations, but Squires Gate Lane is The airport also encourages improvements to 7.3.6 less affected than the Promenade. motorway signage. In particular the M6 where RAIL there is no indication of Blackpool Airport at With the proximity of Squires Gate station, rail 7.3.2 or before the crucial M6/M55 junction. can play a more important role in providing CAR PARKING Motorway signage provides vital information as access to Blackpool Airport. The airport has a total of 840 car parking part of passengers’ decisions. The Highways Passenger usage at Squires Gate has been spaces. Parking is divided into staff and visitor Agency is encouraged to review and remedy steadily increasing which indicates that it is parking. The staff area comprises 30 spaces this situation and Blackpool Airport offers its full being used more by passengers travelling and the visitor car parking is divided into support for such an initiative. to the airport : short term (280) and long term (520). 2003 – 2004 13,000 7.3.4 2004 – 2005 13,500 (4% increase ) The airport can accommodate future increases BUSES 2005 – 2006 14,800 (9% increase ) in car parking in line with the guidance set out Blackpool’s local bus services offer a flexible by the Government which was derived from service connecting the airport to most of the It can provide a link to the airport’s catchment the Regional Air Services Co-ordination Study Fylde Coast. However the bus only represents a area around Preston and into East Lancashire, (RASCO) for the Df T. The general provisions for minor share of visitor trips to the airport and a as well as west coast main-line links into airport car parking are 1,000 car parking spaces low proportion of trips made by employees. Cumbria and Scotland and south towards per million passengers per annum. The airport intends to work closely with all bus Manchester. The main service is the hourly

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Northern Rail service between Blackpool South Station is an important strategic improvement. flat geography, cycling conditions on the and Colne. The following operators serve Access limitations and passenger amenity Fylde are relatively good. However people are PASSENGER USAGE AT SQUIRES GATE STATION Squires Gate or Preston (West Coast Main require improvement. often put off by traffic conditions and lack of Line Station): - Access via stairs or other arrangement. Due to information. A campaign, as part of the Staff 13,000 2003 – 2004 • Northern Rail site limitations it is not possible to build a Travel Plan, to encourage cycling and walking • Virgin West Coast ramp within the station boundary, because in would help to raise its profile 13,500 • Central Trains order to comply with DDA requirements, an 2004 – 2005 4% INCREASE • First Trans Pennine Express access ramp with a 1 in 12 incline is required. This would necessitate a zig-zag arrangement 14,800 2005 – 2006 9% INCREASE The airport is engaging with Northern Rail to with a larger footprint than can be improve rail facilities with a number of potential accommodated. In the longer term the SOURCE: NORTHERN RAIL improvements including: outputs of the Platform Feasibility Assessment - Renaming the station "Squires Gate for will inform decision making in this area. Blackpool International Airport" - Feasibility study for a passing loop. A local - Installation of new passenger shelter with passing loop would allow an increased better quality information frequency of service and reliability of operation - Increasing the number of poster cases at the station. A new one to include street map 7.3.7 index highlighting airport and Pleasure Beach STAFF TRAVEL PLAN and another to advertise the airport The airport is developing a Staff Travel Plan - Installation of a new 2-3 button help point at which will promote a range of transport the station possibly incorporating new GSM initiatives including walking, cycling, car sharing technology and public transport. Some of the initiatives - Cases for timetables and rail route maps at include: the airport - Dedicated secure cycle parking. The airport - Improved signage for passengers linking the will introduce 20 new secure cycle parking airport to the station spaces. Additional parking will be introduced - Passenger announcements at Preston station subject to demand which will be monitored. indicating that Squires Gate is the station for The cycle parking will follow LCC guidelines Blackpool International Airport and be placed in a prominent, well lit position - Improvements to Platform 1 or other platforms with good quality signing and local serving Blackpool International Airport – It has information provided long been recognised both locally and by - Cycle and walking promotion – the majority regional authorities that provision for of employees working at the airport live Blackpool International Airport at Preston within 3 miles of the site. Given the largely

19 8. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

8.1 Advice, with a view to producing a basic - There are no planning conditions or lease INTRODUCTION assessment of noise from aircraft at points close limitations which prohibit the operation of It is recognised that a balance needs to be to existing residential properties in and around certain types of aircraft at night, nor the struck when weighing up the social and the airport. The conclusion of that assessment number of flights in any one given period economic impacts of aviation against the was that based on the level of take-off and - For the duration of this Master Plan period, environmental impacts. This section considers landing from Boeing 737 aircraft, the overall it is not envisaged that night flights between the following issues and mitigation measures: energy average level LAeq was 62dB for the 01:00 and 05:30 will be carried out • Aircraft Noise whole period. If the 737 events are removed - The airport issues a number of operational • Air Quality electronically, then this reduces to 58dB. instructions, which require users to operate • Landscape and built development This latter figure could be said to be the typical within certain limits. The airport is also • Water Quality current daily ambient noise from traffic, light currently considering its operational • Other mandatory environmental standards aircraft activity and other sources affecting instructions, with a view to further minimising • Surface Access the houses on the Hamlet (LAE for 15 hours noise nuisance, particularly during take-off, in = 105Db). an easterly direction, along the main runway. 8.2 Aircraft operating passenger services have AIRCRAFT NOISE The effect of the current Boeing 737 events on also to comply with stringent international Due to the limited number of aircraft the daily noise average would be to increase it noise regulations movements, which have previously been to just 59dB. - The cross runway, which operates in a associated with the operation of the airport, southeast and north-westerly direction will there has been limited noise nuisance to Any planning application for a new terminal be closed, with only the main runway being nearby residential properties. There are also a building is likely to be accompanied by a full utilised. This will further minimise noise levels comparatively limited number of residential Environmental Impact Assessment which will for nearby residential properties, particularly for properties, which are located in close proximity cover more fully the issues surrounding noise occupiers of properties within the Westgate to the perimeter of the airport. as a result of a significantly expanded airport. Road area and other residential areas at the In response to a number of objections from northerly part of St Annes Given that the airport was an operational local residents the airport will give careful airbase, prior to the introduction of planning consideration to the issue of ‘night time’ flying As from 2007 all major airports – in line with legislation, there are no planning conditions and will wherever possible ensure that flight EU Directive 2002/49/EC will have to produce currently restricting the number of flights, times reflect the sensitivity of this issue in noise maps and an action plan to manage their times of operation, nor their noise relation to residents concerns. their noise impact. attenuation levels. The airport proposes to manage noise issues with the following mitigation measures to Baseline noise assessments have been carried ensure that aircraft noise is adequately out by an independent consultant, Sound controlled:

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8.3 the new terminal building. It will be a key airport will be transferring most of its facilities AIR QUALITY component of the Environmental Impact to the south side of the airfield. This will bring The airport places priority on managing the air Assessment. the facilities into proximity with residential quality in its immediate location and undertakes properties. Whilst the airport consider that the to improve environmental standards. 8.4 distances from built development is at LANDSCAPE AND BUILT acceptable levels they are still aware of the 8.3.1 DEVELOPMENT HERITAGE concerns of residents and their perception THE LEGISLATIVE CONTEXT The main heritage issue relevant to the site of of the impact on their residential amenity. Air quality levels are managed by local the airport is the designation of a biological The re-location of hangarage, air traffic control government but are governed by national and heritage site as designated by Lancashire facilities, fire service and emergency operations international regulations and laws. County Council. The designation covers a small, to the south side of the airport is integral - In the UK, there is the Government’s National irregular area of land to the west of the airport for plans for expansion. As part of the proposals, Air Quality Strategy. This sets out targets based site. As such, any future development proposals a series of mitigation measures will therefore on human health which are likely to impact significantly or be looked at with regard to the following: - At a European level, there is the Air Quality fundamentally on the biological resources of - Consultation with residents adjacent to the Framework Directive, and again, it sets out the sites will have to be given careful southern boundary of the site prior to any health based targets consideration. It is unlikely that any expansion development taking place - At a local level, local authorities are required plans will impact upon the Biological Heritage - Production and implementation of a full to assess air quality in their areas for Site, but should this issue arise, measures of landscaping plan for the area compliance with national air quality of mitigation may be able to be put in place to - Consideration of operational working hours in objectives minimise its impact. This will be considered relation to maintenance facilities, emergency during the preparation of the Environmental training and general operational activity 8.3.2 Impact Assessment to be submitted with the CURRENT ASSESSMENT planning application for the new terminal After consultation with the relevant authorities building. Natural England will also be consulted existing pollutants are currently below the in the preparation of the Environmental Impact relevant air quality objectives. Further air quality Assessment as the Ribble Estuary is a Ramsar assessments will be carried out during the life site and a Special Protection Area. time of the Master Plan. The potential for increased air pollution as a result of the In relation to the built development, there are increased number of aircraft movements to no heritage issues, which are likely to impact and from the airport will be considered as upon either current or future operations of the part of the planning application submission for airport. The Master Plan indicates that the

21 8.5 impact on the visual character of the area will terms of PPG2. Part 18 of the General Permitted WATER QUALITY be considered as part of the Environmental Development Order is quite generous with the The airport drainage system discharges to both Impact Assessment. This will not only consider amount of permitted development that is a main interceptor and into a combined sewer. the impact of the new terminal building but will allowed. This includes emergency There have been no pollution incidents at the also consider the effect on visual amenity of the development, air traffic control development airport to the operator’s knowledge. new facilities on the south side of the airport. and air navigation development. In Class A, Development at an airport, of Part 18, permitted 8.6 8.7 development is as follows:- VISUAL AMENITY GREEN BELT An assessment of the visual amenity of the The majority of the site of Blackpool “The carrying out on operational land by area surrounding the airport was carried out. International Airport falls within the Green a relevant airport operator or its agent of From that, it was noted that the airport has a Belt designation, which separates the main development (including the erection or predominantly flat and open environment conurbations of Blackpool and Lytham alteration of an operational building) in due to the topography of the Fylde plain, St Annes. A portion of the site, mainly to the connection with the provision of services as detailed in the Landscape Strategy for north of the site (which is where the majority and facilities at a relevant airport.” Lancashire 2001. This is beneficial for the of the associated buildings are located), fall operational requirements of the airport and outside of the Green Belt. The issue of Green This means that the airport have permitted CAA regulations, which require the removal Belts were discussed in the White Paper, and development rights to erect operational of obstacles within operational airports. a review and further guidance was proposed. buildings within their perimeter as long as the “The carrying out on The RSS is scheduled to be subject to public relevant local authority are consulted first, operational land by a The visual amenity of the airport with regards to consultation in March 2006. In that document, unless it is an emergency situation, and then relevant airport operator its range of buildings, is such that the majority it states that there will be no review of Green the size of building is limited to 200 cubic or its agent of development of the operational buildings, and other Belt boundaries until after 2011. This implies that metres in capacity and 4 metres in height. (including the erection or associated range of buildings, are located to after 2011 there may be a review of the Green Car parking essentially required for the alteration of an operational the north of the site, generally on the Squires Belt in Lancashire and the airport is actively operational use of the airport would also not building) in connection with Gate Lane elevation, which is characterised in supporting this policy as part of the RSS require planning permission as long as the the provision of services and the main, by built development, of varying consultation process. relevant Local Planning Authority is consulted. size/scale. Any future development at the facilities at a relevant airport.” airport will take account of the visual attributes Any subsequent development, which cannot 8.8 and character of the area particularly on the be carried out under the General Permitted ECOLOGY south side of the airport where there are Development Order, and which falls within the The airport operates a ‘long grass’ policy, residential properties. As part of the proposed Green Belt, will have to be considered against primarily for aircraft safety reasons, given that application for a new terminal building, the the very special circumstances, which prevail in such a practise discourages the potential for

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bird strikes. This policy, together with the need 8.9 to keep many grass areas cleared for safety and COMMUNITY INVOLVEMENT POLICY security reasons, results in substantial areas of The airport undertakes a wide range of the airport remaining undisturbed for long activities and communication with the local periods. The airport will work to industry community. The airport Joint Consultative guidelines, which seek to achieve ecological Committee is the main body that meets on benefits within the first priorities of safety a regular basis with the Airport to raise issues and security. of immediate concern.

In relation to bird strikes, the airport is in line Other communication activities include: with the UK average in the number of strikes • the airport website in any one, given year. In 2005 there were • information sheets 12 reports of bird hazard. Six of these were • regular liaison with local groups identified as definite bird strikes and six more • school visits were a mixture of small birds and reported un- • public exhibitions confirmed strikes. • open days

A full ecological assessment will be carried out for any future development proposals, which are likely to impact upon the Biological Heritage Site. During that assessment, measures of mitigation will be put in place to address any significant ecological issues raised.

In addition, any subsequent redevelopment proposals in relation to the airport, will provide additional landscaping where possible in order to improve ecological and nature issues, whilst also having regard to safety and security (i.e., avoiding certain species which increase the attraction to birds and subsequent bird strikes).

23 9. THE SOCIAL AND ECONOMIC BENEFITS

9.1 These estimates of employment and income 9.3.3 INTRODUCTION impact do not include economic activity INBOUND TOURISM In May 2006 consultants, York Aviation were supported through the catalytic impact of the The airport can act as a gateway not only to appointed by Lancashire Economic Partnership airport. In the context of a modern developed Blackpool but to Cumbria, the Lake District and (LEP) to undertake a study into the economic economy, we would consider the wider Lancashire’s own tourist attractions. The Strategy impact of Blackpool International Airport. catalytic benefits of the airport to be the more for Blackpool’s Visitor Economy 2006/2010 The study was completed in October 2006. important element overall. sets out a framework for partnership and action and points to a number of key strategic themes. The key points of the study are as follows: 9.3 Under ‘Leadership and the Visitor Economy’ WIDER ECONOMIC IMPACT the strategy notes that a key objective is to 9.2 “purposefully exploit the opportunity offered by ECONOMIC AND EMPLOYMENT EFFECTS 9.3.1 Blackpool International Airport to connect At present, Blackpool International Airport THE VALUE OF CONNECTIVITY Blackpool to business and residential directly supports around 390 full time jobs and This impact study describes the economic communities regionally, nationally and generates around £11 million of income in the benefit brought to the sub-region by the internationally.” Lancashire economy. Through indirect and connectivity offered by the airport now and induced effects, it is estimated that the airport in the future. For companies the potential 9.3.4 supports up to 310 additional full time advantages of a location near an international QUALITY OF LIFE employees and generates a further £9.2 million airport include access to customers and It is also important to note the positive effect “Blackpool International of income. markets. the airport can have on the image and Airport directly supports perception of Blackpool and Lancashire as around 390 full time jobs Based on the current passenger forecasts it is There a number of companies with a place to live, visit, work and do business, and generates around international business links located on the estimated that the airport will support between and this can lead to tangible positive impacts. £11 million of income in 1,860 and 2,210 full time employees by 2015 adjacent Business Park. The air service offer provided by Blackpool can and will generate between £69.5 million also significantly improve the quality of life of the Lancashire economy. and £81.8 million (at 2005 prices) of income. 9.3.2 residents within its catchment. Through indirect and As passenger numbers grow, by 2030, it is SYNERGY WITH KEY SECTORS induced effects, it is estimated the airport will support a further The analysis demonstrates that there is a strong estimated that the airport 1,740-2,060 full time employees over the 2015 degree of confluence between the sub-region’s supports up to 310 figure – generating between £86.0 and £101.3 growth sectors as outlined in the Lancashire additional full time million (at 2005 prices) of income. Economic Strategy and those with a need for employees and generates air services. a further £9.2 million of income”

24 MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM 10. PUBLIC CONSULTATION

10.1 10.3 - An indication of timings regarding new INTRODUCTION SUMMARY OF PUBLIC terminal building and the submission of This section sets out the measures taken by the CONSULTATION FEEDBACK a planning application airport to ensure that the draft Master Plan was In total the airport received 112 individual - A revised section containing more detail appropriately communicated and consulted comments regarding the proposed Master Plan. regarding the surface access strategy upon with its local stakeholders. - Acknowledgement that noise issues and air These can be broken down into the following quality issues will need to be covered in a 10.2 categories: full Environmental Impact Assessment to THE PUBLIC CONSULTATION PROCESS • General objections with reasons given – 25 accompany a planning application for the The airport undertook an extensive consultation • General objection but no reasons given – 9 new terminal process, which was launched on 31st May • Objections mainly regarding noise and - Acknowledgement to engage with the 2005 and closed on 14th September 2006. air pollution – 35 airport’s immediate neighbours regarding • Other environmental objections – 1 plans to relocate facilities to the south side The activities included: • General comments –10 of the airfield - Key stakeholders, which included Government • Detailed comments but not objecting – 2 - A simplified model for passenger forecast Agencies, Local Councils, CAA Regional • General support for expansion – 22 Inspector, local MP’s, Joint Consultative • Support or no objection if night flights Committee and Residents Groups, received stopped – 5 individual briefings • No objection except for the moving of - A consultation day was held for other facilities to the south side – 3 key stakeholders such as Airlines and Tourist Boards There was a wide range of responses and the - Airport Display with consultation feedback following points have been addressed: forms. Management representative available - Some important planning policy references to speak to interested parties previously omitted, now included - Draft Master Plan available on website - Specific reference to the relevant paragraphs for download. Written comments were in the Northern Way regarding the role of encouraged by post and on a dedicated the airport e-mail form. Printed copies were given to - Comment on the need for the expansion key stakeholders of the Business Park to support the financing - Press coverage of the airport expansion

25 APPENDIX 1. GLOSSARY OF TERMS

The following glossary explains airport specific terminology within the Master Plan.

THE AIRPORT Blackpool International Airport.

AIRCRAFT STAND A designated area on the aerodrome intended to be used for parking aircraft.

APRON The area where aircraft are parked, allowing for the embarkation and disembarkation of passengers.

BUSY DAY SCHEDULE This represents a typical daily flight schedule which would be operated at each level of forecast passenger throughput.

LEQ The Leq is an energy mean of the noise level averaged over the measurement period and often regarded as an average level.

STAKEHOLDER Any individual or member of a group with an interest in the activities of Blackpool International Airport and on whom the airport’s operation will have an impact for example: government, airlines, councils.

26 MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM APPENDIX 2. AIRPORT LOCATION PLAN

Aberdeen

Glasgow Edinburgh

45 minutes drive Leeds 90 minutes drive Manchester

Norwich Birmingham

Cardiff Bristol London

27 APPENDIX 3. DRAWING OF EXISTING AIRPORT

KEY

A MAIN RUNWAY

B CROSS RUNWAYS

C MAIN AIRCRAFT PARKING FACILITIES

D PASSENGER TERMINAL

E GA & MAINTENANCE FACILITIES

F AIRCRAFT TAXIWAYS

G PUBLIC & STAFF CAR PARKING

H HOTEL/PUB (INCLUDING PARKING)

28 MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM APPENDIX 4. PHASING PLAN 1

KEY

A MAIN RUNWAY

B CROSS RUNWAYS

C MAIN AIRCRAFT PARKING FACILITIES

D PASSENGER TERMINAL

E GA & MAINTENANCE FACILITIES

F AIRCRAFT TAXIWAYS

G PUBLIC & STAFF CAR PARKING

H HOTEL/PUB (INCLUDING PARKING)

I EXTENSION TO AIRCRAFT PARKING APRON J RELOCATED FIRE STATION

K ADDITIONAL & UPGRADED TAXIWAYS (CROSS RUNWAY TAKEN OUT OF USE)

29 APPENDIX 4. PHASING PLAN 2

KEY

A MAIN RUNWAY

B CROSS RUNWAYS

C MAIN AIRCRAFT PARKING FACILITIES

D PASSENGER TERMINAL

E GA & MAINTENANCE FACILITIES

F AIRCRAFT TAXIWAYS

G PUBLIC & STAFF CAR PARKING

H HOTEL/PUB (INCLUDING PARKING)

I EXTENSION TO AIRCRAFT PARKING APRON J RELOCATED FIRE STATION

K ADDITIONAL & UPGRADED TAXIWAYS (CROSS RUNWAY TAKEN OUT OF USE) L RELOCATEDFACILITIES

30 MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM APPENDIX 4. PHASING PLAN 3

KEY

A MAIN RUNWAY

B CROSS RUNWAYS

C MAIN AIRCRAFT PARKING FACILITIES

D PASSENGER TERMINAL

E GA & MAINTENANCE FACILITIES

F AIRCRAFT TAXIWAYS

G PUBLIC & STAFF CAR PARKING

H HOTEL/PUB (INCLUDING PARKING)

I EXTENSION TO AIRCRAFT PARKING APRON J RELOCATED FIRE STATION

K ADDITIONAL & UPGRADED TAXIWAYS (CROSS RUNWAY TAKEN OUT OF USE) L RELOCATEDFACILITIES

M NEW PARALLEL TAXIWAYS

N NEW FACILITIES

31 APPENDIX 5. COMPLETED AIRPORT LAYOUT

KEY

1 NEW TERMINAL & ASSOCIATED CAR PARKING

2 RELOCATEDFACILITIES

3 HOTEL/PUB (INCLUDING PARKING)

4 MAIN RUNWAY

5 MAIN TAXIWAY

32 MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM NOTES

33 NOTES

34 MASTER PLAN 2007-2030 WWW.BLACKPOOLINTERNATIONAL.COM Blackpool International Airport Squires Gate Lane Blackpool FY4 2QY United Kingdom t : +44 (0)871 273 777 f : +44 (0)871 273 778 [email protected] www.blackpoolinternational.com

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