London Future LuToN Airport Ltd MAKING BEST USE OF OUR RUNWAY A Luton Council company Consultation, June 2018
WWW.FUTURELUTON.LLAL.ORG.UK
CONTENTS
FOREWORD 01 INTRODUCTION 02 THE AIRPORT TODAY 03 FUTURE LuToN 04 CONSIDERING THE OPTIONS 05 MANAGING THE IMPACTS 06 NEXT STEPS 07 GLOSSARY APPENDICES
FOREWORD FROM THE CHAIR OF LONDON LUTON AIRPORT LTD
London Luton Airport (LTN) marks its This consultation is the first important We want our communities to thrive and 80th anniversary this year, and there is step in taking this vision forward, as to enjoy the benefits that the growth of much to celebrate. It is the fifth largest it presents options for enabling future LTN will bring. Over the last five years, airport in the UK, and has also been the levels of growth and expansion in the we have provided more than £50m UK’s fastest growing major airport over period up to 2050. for local charities, community and the last five years, handling just under voluntary organisations in Luton and We are consulting on these plans at 16 million passengers in 2017. Over half beyond in communities impacted by this early stage to seek your views and of the flights are to western Europe and airport operations. feedback to help us shape and inform the Mediterranean, with over a third to the proposals for the expansion of We are committed to working with central and eastern Europe. LTN. We plan to consult again next our partners, airlines, our local We, London Luton Airport Limited year on more detailed proposals, communities, statutory bodies and (LLAL), owner of LTN, are proud of its providing a further chance to give the Government when developing success story. We want to take this your feedback before we prepare and strategies and measures to maximise success further and make the best use submit an application to consent our the benefits, while mitigating potential of our existing runway, particularly as expansion plans. adverse environmental impacts that LTN will shortly be full to its current expansion may bring, including, but Cllr Andy Malcolm LTN is a key driver of the local and permitted capacity of 18 million not limited to: accessibility, air quality, Chair of LLAL sub-regional economies, supporting passengers per annum (mppa). noise, climate change, landscape more than 30,000 jobs and and ecology, archaeology Our ‘Vision for Sustainable Growth contributing £1.5bn per year to and heritage. 2020-2050’, published in December the UK economy, including more 2017, set out how we believe the than £500m into the three counties of A demonstration of that commitment airport may be able to handle up to Bedfordshire, Buckinghamshire and is our recent £225m investment in 36-38 mppa, and recognised that in Hertfordshire. It is estimated that for the Luton DART fast transit system making the best use of our runway every additional million passengers between Luton Airport Parkway station we should also seek to provide the passing through LTN, 800 new jobs and the airport terminal – operational maximum benefit to the local and could be created and £76m added to in 2021. sub-regional economies; deliver the regional economy. We look forward to discussing our good levels of service to our We believe that LTN has the potential proposals with you, listening to your customers; and effectively manage to unlock many more opportunities views and working with you to shape the environmental impacts in line with for our local communities, and that it the future of LTN. our commitment to responsible and is our responsibility to deliver this. We sustainable development. cannot stand still and do nothing.
FOREWORD 3
01 INTRODUCTION ABOUT THIS CONSULTATION
We are consulting on our plans to • Provide the public and other We are keen to hear your views on the This consultation is a key part of the expand LTN by making best use of stakeholders with all the information, proposals and on the matters you think NSIP planning process. This is an the existing runway. The permitted via a summary document and this we should be considering. Please take early-stage non-statutory consultation capacity of LTN is currently 18 million main consultation document time to read this document, which sets on the options that we are considering. passengers per annum (mppa), and out our consultation proposals and • Supplement the ongoing It is the first of two consultations we our estimate is that the existing complete the related questions in our technical engagement that is taking are planning to hold. The second runway has a potential capacity consultation questionnaire. place with statutory stakeholders, consultation, scheduled to take of up to 36-38 mppa. such as the Environment Agency, As our project is seeking consent place next year, will be a statutory Our plan is to progressively airlines, Highways England, Natural for airport-related development consultation under the Planning Act expand LTN to achieve this England, Luton Council and other that would expand the permitted 2008. That will be a consultation about growth, which would require local authorities capacity of LTN by over 10 mppa, the scheme we think we will apply for, new terminal capacity and other it is a type of development and of a having undertaken further work over • Test the scope of the work we have landside and airside infrastructure. scale that meets the thresholds to be the next few months and having taken carried out to date, and what we will a Nationally Significant Infrastructure account of the responses we receive As part of this consultation exercise be doing in the future Project (NSIP) for the purposes of the during this current consultation. we aim to: It is important to stress that Planning Act 2008. • Explain to the immediate and wider the overriding objective of As such, we must apply to the community the benefits of expanding consultation is to get your feedback Secretary of State for Transport for a the airport using our existing runway so that we can take account of Development Consent Order (DCO) to When our consultation is open your views and, where appropriate, • Start engagement on the options authorise the proposed development. reflect them in developing a better Our consultation is open for ten that we have examined, explaining NSIP applications are examined by scheme for both the airport and its weeks from Monday 25 June our emerging preferences and the Planning Inspectorate (PINS), and local communities. until Friday 31 August 2018, why other options were not preferred decided by the Secretary of State for and is an opportunity for you and outlining the work that is still This document explains the proposals Transport (not Luton Council). to engage with our expansion to be done upon which we are consulting. In addition to providing the consent proposals. • Seek early feedback / local to develop a NSIP, the DCO can also knowledge that will allow us to further grant a range of other consents, develop our proposals and strategies, including the compulsory acquisition such as the surface access, noise of any land and rights, should they be and air quality strategies required to deliver the NSIP.
INTRODUCTION 6 NAVIGATING THIS DOCUMENT
Introduction Considering the options Next steps Comments deadline We introduce this consultation This section explains our approach to The most important part of this document, with an explanation of our the expansion plans and the options consultation: how you can express The deadline for responding consultation process and how this fits before us for expanding LTN, with your views. You will be able to respond to this consultation is 5pm on into the wider DCO application that we descriptions, maps and plans. Here online, by post, or by visiting one of Friday 31 August 2018. plan to submit. you can also find out how we came to the 17 public events we will be holding Your comments will help us in these options, as we explain how we across the consultation period. The airport today the next stage of our plans. assessed options through a careful Glossary Read this section for the background sift process. on LTN – how the airport is run, how The language of both airports and Managing the impacts it relates to the local community, and planning can be quite technical; the other plans that are under way, like We recognise that development on if there are any words, phrases or the Luton DART, our fast transit link the scale that we are proposing abbreviations you don’t understand, between Luton Airport Parkway railway will have impacts from noise to there is a glossary in the back of this Consultation questions station and the airport terminal. landscaping and surface access. document to help explain them. Wherever you see these Future LuToN This section outlines our assessment comment boxes, we are of those impacts and what we could interested in hearing Here we set out why the airport needs do to mitigate them. your views. to expand, and the principles we will apply to ensure that growth is carried out in a sustainable way, and in partnership with the community. We also provide the context that it will take place in, including Government aviation policy and planning policies.
INTRODUCTION 7
02 THE AIRPORT TODAY OUR HISTORY
Having opened in 1938 as a grass During the 1960s and 1970s, LTN Following changes in the rules airstrip, LTN has developed into an was the UK’s main airport for charter governing charter flights associated airport which is now the UK’s fifth flights linked to package tours, with with package tours, passenger largest and one of its fastest growing Court Line, Monarch Airlines and numbers stagnated for a period. major airports. Euravia (that became Britannia Airways However, substantial growth took and then TUI Airways UK) having their off again with the arrival of easyJet, LTN is a civil airport serving operational headquarters based at which established its headquarters commercial passenger and cargo LTN. In the early 1970s, LTN handled at the airport, along with other flights, business aviation activities over three million passengers a year low-cost airlines from the mid-1990s and aircraft maintenance and repair. and was the UK’s third busiest airport. onwards, which brought a radical Passenger numbers have been change to the aviation market. growing steadily for the last four years.
LTN passenger totals 1997-2017 (millions) 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 (Source: CAA airport statistics)
THE AIRPORT TODAY 10 OUR AIRPORT TODAY
Both TUI and easyJet still operate LTN IN NUMBERS 2017 from LTN, and the other main airline operators include Wizz Air, Ryanair, Vueling and Blue Air. EasyJet and Wizz Air, which has established its main UK operating base at LTN, announced six 2,354,589 items of luggage new routes for summer 2018, covering Journey from more destinations in western, central home begins here and eastern Europe. Alongside scheduled passenger 21,199 flights, LTN also has a small cargo tonnes of cargo centre handling regular cargo flights to Istanbul, Amsterdam, Frankfurt and Paris. Our airport also has substantial aircraft maintenance activity, which is related to the historic position of the airport as the headquarters of a number of airlines. 14 airlines It reflects the strength of engineering 38 countries skills in the local area of Luton, building 139 destinations on aircraft support manufacturing at GKN Aerospace, and the nearby presence of Vauxhall Motors. 135,538 flights 15,799,219 passengers Busiest day 59,272 passengers
Final (Source: LLAOL) destination
THE AIRPORT TODAY 11 LAYOUT OF LTN TODAY
Our passenger facilities are concentrated in a Central Terminal Area, served by a dual carriageway access road from New Airport Way that crosses under one of the main taxiways linking the apron areas with Luton the runway. Our passenger aircraft apron is located around the passenger terminal area.The single runway is Wigmore Valley Park Support accessed by a parallel taxiway but this does not run the full length of the runway. As a result of this physical constraint, many aircraft have to enter the runway and ‘backtrack’ prior to Support take-off, occupying the runway for Car park Terminal longer than necessary and limiting the Apron number of aircraft that can be handled each hour. The Luton DART is currently under construction, completing in 2021. In addition, London Luton Airport Car park Operations Limited (LLAOL), under its planning permission, is finalising expansion and improvement of Runway the existing terminal, as well as Luton Airport Parkway progressing the improvement of car parking in the central terminal area and DART completing its planned taxiway works.
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THE AIRPORT TODAY 12 OWNER AND OPERATOR
We, LLAL, own London Luton Airport. Our company is in turn wholly owned by Luton Council. As such, the airport is unique in that it is the only major UK airport remaining wholly AIRPORT OWNER publicly owned. London Luton Airport Ltd (LLAL) The airport is operated under a concession agreement (until 2031) by LLAOL. LLAOL is 51 per cent owned by Aena Internacional (the international business arm of the Spanish national airport and air traffic control organisation). AMP Capital, REGULATORS AIRPORT OPERATOR USERS the owner of Newcastle and Leeds CONCESSION Department for Transport Airlines Bradford airports, have recently Civil Aviation Authority London Luton Airport Operations Ltd Business aviation acquired the remaining 49 per cent. Environment Agency (LLAOL) Cargo airlines LLAOL is responsible for LTN’s etc. etc. current development programme to increase capacity to 18 mppa (known as Project Curium).
CUSTOMERS
General public + businesses
THE AIRPORT TODAY 13 100 km Orkney Islands 60 mi Shetland
© d-maps.com Islands
Western Isles ARM : Armagh BED : Bedfordshire BUC : Buckinghamshire CAM : Cambridgeshire CLE : Cleveland Highland DER : Derbyshire Grampian DLO : Derry / Londonderry FER : Fermanagh GLO : Greater London GMA : Greater Manchester GWY : Gwynedd H&W : Hereford & Worcester Tayside HAM : Hampshire HER : Hertfordshire LEI : Leicestershire Fife MER : Merseyside Central MGL : Mid Glamorgan NOR : Northamptonshire NOT : Nottinghamshire Lothian OXF : Oxfordshire SGL : South Glamorgan Strathclyde SHR : Shropshire Borders STA : Staffordshire SYO : South Yorkshire T&W : Tyne & Wear Dumfries Northumberland WAR : Warwickshire & Galloway WGL : West Glamorgan DLO T&W WMI : West Midlands Antrim WYO : West Yorkshire Durham CLE Tyrone Cumbria Down FER ARM North Yorkshire
Lancashire WYO Humberside GMA MER SYO
Cheshire DER Clwyd NOT Lincolnshire GWY STA LEI Norfolk LONDON LUTON AIRPORT’SSHR MARKETPLACE WMI
LTN is the fastest growing major UK LTN also predominantly serves Proportion airport over the last five years. short-haul destinations currently, Northampton of whereas Heathrow focuses on its Cambridge passengers Alongside its connectivity, a role as one of the major European fundamental part of LTN’s hub airports. LTN is growing quickly 40% attractiveness is its ability to offer Milton Keynes because of its accessible location: it airline customersPowys and their passengers Bedford is close to the M1 corridor, is within lower airport charges than Heathrow, an economically vibrant area, and Gatwick or Stansted. LTN is also one 2% has links with a high-frequency rail of the most efficient airport operations Dyfed connection to London. in the London airports system. Luton LTN is also the international airport This translates into benefits to users gateway to the economically vibrant and the wider economy. LTN is cheaper St Albans Oxford-Cambridge corridor, and has Oxford to use than the other London airports, Chelmsford the potential to become the airport and this enhances competition and Watford of choice for north London, and to passenger choice; one of the core expand the range of services it offers principles of the Government’s to its catchment area. LTN will be emerging aviation strategy. even better positioned to serve this London Demand projections show that even catchment area following completion with additional capacity at Heathrow, of the Luton DART. London Luton Airport catchment area (Source: CAA Passenger Survey 2017) LTN will retain a competitive advantage and that any impact on passenger numbers from the opening of an East Midlands 8.7% additional runway at Heathrow will be East of England 32.8% relatively limited and short-lived. Scotland 0.1% South-East 55.5% South-West 2.2% North-West 0.5% North-East 0.2%
Chart showing airport catchment by region (Source: CAA Passenger Survey 2017)
THE AIRPORT TODAY 14 LONDON LUTON AIRPORT LTD AND THE COMMUNITY
Community benefits We are committed to helping Employment benefits Luton Council deliver on the Luton The airport is an important source LTN is a key driver of the local Tell us what you think Investment Framework (LIF), of revenue for Luton Council, our and sub-regional economies, which is the catalyst to achieve We think that expanding LTN shareholder, supporting local services supporting more than 30,000 jobs transformational and inclusive will bring significant benefits that and infrastructure investment. in 2015 including: economic and employment growth will be shared locally, regionally In 2017/18, the dividend we paid to support improved life chances, and nationally. 10,700 direct jobs amounted to £19.5m. In addition, we prosperity, health and wellbeing for Let us know what’s make other payments to the Council, all residents. It is already on track 8,700 indirect jobs important to you in our for example rent, interest payments to exceed its initial target of £1.5bn expansion plans by completing and for the purchase of services, investment over 20 years. induced jobs questions 3a and 3b our which added a further £7.2m to the 11,400 We believe that LTN, as a key local feedback form online at Council’s revenue in 2017/18. employer and investor, has a vital role = 30,000+ jobs www.futureluton.llal.org.uk Since 2004, we have used our to play within the LIF, not least through Community Funding Programme the promotion of the London Luton It also contributes £1.5bn per year to to provide more than £120m to Airport Enterprise Zone adjacent to the UK economy, including more than local charities and voluntary LTN and the opportunity for expanding £500m into the three counties organisations in Luton and beyond the airport to attract new businesses to of Bedfordshire, Buckinghamshire for the benefit of communities locate in the area. and Hertfordshire. impacted by airport operations. £120m+ Supported by the South-East In the 2017/18 financial year, just Midlands Local Enterprise Partnership community funding since 2004 under £10 million was allocated to our (SEMLEP), the Enterprise Zone is Community Funding Programme. To one of 24 priority economic growth put it another way, for every passenger areas across England chosen by the passing through LTN, 62p is provided Government. In Luton, the Enterprise for community causes – a sum which Zone will deliver an estimated 7,200 is 24 times greater than any other new jobs and, since December major UK airport; this is a direct result 2017, we have submitted planning of our public ownership. applications for new commercial developments at both New Century Park and Bartlett Square (see Appendices).
THE AIRPORT TODAY 15
03 FUTURE LuToN OUR PRINCIPLES AND KEY OBJECTIVES
Our principles Our key objectives Tell us what you think Our strategy, as set out in our ‘Vision for Sustainable Growth 2020-2050’, In this chapter of the consultation published in December 2017, is to: document we explain the basis • Make best use of the existing runway for our strategy, and the benefits we believe it will bring. We • Maximise benefits to the local and welcome your comments on this, sub-regional economy and direct you to questions • Deliver good levels of service to 3a and 3b in the consultation our customers questionnaire to have your say. • Minimise and mitigate environmental impacts in line with our commitment to responsible and For local communities For our airlines sustainable development We will be a better neighbour We will enable you to grow • Support Luton Council cost effectively in the delivery of the ‘Luton Investment Framework’
For our passengers For local businesses We will improve choice and We will offer greater your experience opportunities to trade
FUTURE LuToN 18 INCREASED DEMAND
As we outlined in our ‘Vision for Sustainable Growth 2020-2050’, based on existing increased demand for air travel services and forecasts of further growth, there is an opportunity for LTN to play a substantially greater role in the UK aviation market, notwithstanding the proposal for a third runway at Heathrow and the proposed expansion at Stansted. To do this, we need to expand LTN’s landside and airside infrastructure to take advantage of the potential capacity of some 36-38 mppa from its existing runway. As LTN grows to handling up to 36-38 mppa, there would be a direct increase in economic benefits, locally, regionally and nationally.
FUTURE LuToN 19 GOVERNMENT POLICY AND AVIATION STRATEGY
On 5 June 2018 the Government In so doing, LTN delivers valuable air confirmed that it is supportive of connectivity to the local area as well as UK airports making best use of their the broader Thameslink, East Midlands existing runways, alongside the and Oxford-Cambridge corridors. development of a third runway at In parallel with the development of a Heathrow. This policy statement is set new aviation strategy, the Government out in the Government’s publication has published the ‘Airports National ‘Beyond the horizon – The future of Policy Statement’ (Airports NPS), UK aviation – Making best use of which is expected to be designated in existing runways’. summer 2018 following parliamentary Making best use of our existing scrutiny. Like the Call for Evidence, the runway is a core principle of our vision Airports NPS stresses the important for LTN. We will actively manage economic role of aviation. the environmental impacts while Whilst the primary purpose of the maximising the economic contribution Airports NPS is to provide overarching that the airport can make. policy support for the development of In its ‘Call for Evidence’ of July a new runway at Heathrow, its content 2017 on future aviation strategy, the will be a relevant consideration for the Government stressed the importance proposed development at LTN. of having sufficient airport capacity The proposals we are developing and recognised that aviation has for LTN are, in summary, in line with an important role in delivering the Government aviation policy. Government’s economic agenda. LTN makes a key contribution to meeting the objectives outlined in the aviation strategy. LTN provides a home for low-fare airlines, operates competitively with the other London airports to offer best value to users and provides a lower cost option to airlines and passengers than the other London airports.
FUTURE LuToN 20 GOVERNMENT POLICY AND AVIATION STRATEGY
FUTURE LuToN 21 GROWTH PROJECTION AND PHASING
The latest forecasts by the Department Whichever solution we choose, we Passenger numbers (mppa) for Transport (DfT – October 2017) would look to build a freestanding show the potential total passenger second terminal to operate alongside 38 demand wanting to travel to and from the existing terminal. We are still the UK as reaching 470-535 million considering options which involve by 2050, with a mid-range position of the existing terminal area being 495 million, up from some 277 million reconfigured in the longer term and Further today. The DfT forecasts also show potentially integrated with the new DCO capacity LTN reaching its permitted capacity terminal to form one large terminal 30 of 18 mppa by 2021. We have used complex and options which operate these official forecasts of air passenger with two terminals. Demand forecasts growth as the basis of our specific indicate that an initial phase will be projections of how LTN might grow, needed as early as feasible in the 2020s. 25 Initial DCO capacity taking into account the proposed st Our expectation is it may be possible to ca re development of a third runway at fo deliver some relatively minor capacity nd Heathrow and other airports making a increase immediately after receipt of em best use of their runways. D DCO consent, through further minor 21 We are committed to growing LTN in modification to the existing terminal and Initial DCO capacity (minor increase) line with passenger demand. We are some new aircraft stands to provide 18 realistic and know that it is not sensible perhaps 21 mppa capacity by 2022/23. Current permitted capacity to deliver excess capacity many years This minor capacity increase would be 16 in advance of actual requirement. incorporated into phase 1 of the full 2021 2022/23 2026 Early 2030s 2040 Construction and delivery of airport development and we expect substantial Years expansion will be split into defined new capacity to be available by 2027. Illustrative diagram showing indicative demand forecast and capacity provision periods with potential construction Our full phase 1 development would inactivity between phases. We will provide additional capacity for 10-12 ensure that work is carried out mppa sufficient to the mid-2030s. efficiently with minimum impact on Thereafter, we see that the development local residents. will continue to be incremental up to a It is important to note that the existing capacity of 36-38 mppa. This will be terminal might be expected to have a dependent on how demand to use LTN useful life of at least 15 years, following grows over the longer term. the recently completed works.
FUTURE LuToN 22 ENSURING EVERYONE BENEFITS
We believe that the expansion of Benefits to users Benefits to communities Wider economic benefits LTN will bring a number of important By providing a wider range of services Expansion of LTN would mean LTN already provides a wide range benefits to local communities and and offering passengers more choice, that we will be able to pay a higher of short-haul connectivity options to across the sub-region, including LTN will reduce the time, distance dividend to our shareholder, Luton business and leisure passengers alike. opportunities for employment. and cost that many passengers Council, supporting local services and This connectivity helps to support face in getting to an airport, thereby infrastructure investment. We are also economic activity and prosperity contributing towards achieving a more committed, as part of our mitigation in the economy of our catchment sustainable pattern of air services in of impacts of expansion, to look to area by: enabling trade; influencing the local and regional area. enhance local benefits by providing company investment and location more than the minimum mitigation decisions; increasing competition; We believe that expanding LTN will offer required, where opportunities allow. providing access to new suppliers and more choice to passengers within our knowledge; and bringing visitors to catchment area and help meet their the region. WHY GROW? specific needs for mainly short-haul, point-to-point journeys. Connectivity achieves these results by making travel quicker, easier and more Airlines will also benefit by the EVERY MILLION efficient, thus enabling people provision of new capacity at LTN, to do more with their time and helping additional passengers along with the expansion of Heathrow. areas around LTN become more This will ensure that there continues at LTN adds an estimated attractive to visit and do business. to be competition across the London airports to attract airlines. Our objective An initial assessment of the wider is to deliver the proposed development economic benefits of LTN today in a manner which will keep airport suggests that the current connectivity £76m charges well below those of the other provided by LTN could provide a to the regional economy London airports. boost to gross value added (GVA) in the order of £850m a year by making the economy more productive. This is an early stage estimate and only part of the full story of the range of wider connectivity benefits that the expansion of LTN would bring.
FUTURE LuToN 23 ENSURING EVERYONE BENEFITS
Employment benefits WHY GROW? Tell us what you think As LTN grows, initial estimates are that there could be an increase of up to What considerations should 800 new jobs for each additional we be taking into account million passengers per year to ensure that the benefits travelling through LTN, delivering a of expanding the airport are boost to the regional economy of maximised? We invite you around £76m each year (and £118m at to comment on this issue at the national level). As such, we believe questions 3a and 3b in our that we cannot stand still: we need consultation questionnaire. to adapt and grow to respond to the needs of airlines, passengers, and the national economy. It is expected that the contribution of an expanded LTN to the three counties EVERY MILLION ADDITIONAL sub-region could reach up to £2.6bn PASSENGERS AT LTN and support up to 42,000 jobs. We will aim to make sure LTN continues to generate and add more value to the sub-regional economy; and most importantly that the benefits are received by all those with a stake in the region, including the residents and businesses of Luton, Bedfordshire, Buckinghamshire and Hertfordshire.
ADDS AN ESTIMATED 800 JOBS
FUTURE LuToN 24 OUR SUSTAINABILITY STRATEGY
We are committed to delivering the Building on Luton Council’s vision expansion of LTN in the right way. We and values, we are aspiring to be a appreciate that airport operations can leader in the aviation industry across have an impact on people and the wide-reaching issues such as air environment, and acknowledge that quality, noise, community support and communities close to the airport will inclusive growth. be affected. This project provides an opportunity True sustainable development seeks to make significant progress towards to optimise environmental, social and our aims in the Draft Sustainability economic sustainability to achieve the Strategy. We will be setting further, best outcomes across all areas more detailed targets based on the of sustainability. Our technical scale of impacts and our ability to advisers have been examining a influence them, as well as considering range of sustainability issues to your consultation feedback. help ensure we are in line with our These impacts and influences will commitment to responsible and not be considered in isolation but sustainable development. in the context of the community in In our ‘Vision for Sustainable which we exist and local, national Growth 2020-2050’, we outlined our and global issues. Industry-leading commitment to minimising impacts organisations will be benchmarked, and enhancing opportunities. Our with stakeholders coming together integration of sustainability into the to determine strategic measurable early design stages of this project targets for us, ensuring clear buy-in has been focussed on opportunities from all concerned. These targets will that go beyond compliance and that then cascade down to further targets seek to make a real difference; some for the expansion of LTN, ensuring of these commitments are detailed in sustainability efforts on the project are Chapter 5: Managing the Impacts. coordinated with, and contribute to, longer-term priorities. A new long-term Draft Sustainability Strategy for LTN as a whole is being prepared. More detail on this can be found on our website View from Kings Walden footpath 043, facing north-west www.futureluton.llal.org.uk
FUTURE LuToN 25
04 CONSIDERING THE OPTIONS OPTIONS APPRAISAL: A STRUCTURED APPROACH
Our approach There are a number of stages to the sift process whereby, at each We realise that there are many stage, a number of options are factors that need to be considered considered against a set of criteria when looking at growth options for covering strategic, economic, social, airports, including economic, social, environmental, surface access, environmental, surface access and deliverability, operational viability, operational factors. and cost considerations. One of the key objectives for us and The options which perform best our expansion plans is that we are against the criteria are then looking to contain any significant progressed to the next stage of development within a site which design development, while those limits land-take and disruption and that do not perform so well may be takes into account local and national recommended to be discontinued. planning policy. We have completed two stages of our By looking at all of these factors in sift process to date. an integrated way, we can make Our initial results are a series of an informed assessment as to strategic options on which we are whether a particular option should be seeking your views as part of this discontinued, or carried forward and consultation. In the sections that follow explored further. we direct you to the relevant questions The sift process in our consultation questionnaire where you can have your say. We are therefore using a structured process to ‘sift’ through the current The following page shows an overview options for LTN’s expansion. We are of the sift process and the stage we taking this approach so that from are currently at. We then explain the a long list of potential options for process and outcomes in more detail. the layout and configuration of the If you would like to know more, you expanded airport, a preferred option or can read our sift reports online: set of options will eventually emerge. www.futureluton.llal.org.uk
CONSIDERING THE OPTIONS 28 THE SIFT PROCESS
At this early stage we discounted certain INITIAL options as not feasible IDENTIFICATION or appropriate for the Initial identification of high level options OF OPTIONS expansion of LTN. See page 32 of this document At this stage, we identified and considered a long list of high level options against a set of for further detail on this Sift 1 qualitative criteria, chosen to meet key strategic objectives for the project. This stage has been process. completed and resulted in a short-list of options for further consideration. See pages 33 to 36 of this document for further detail on this process.
Developing strategic options
At this stage our short-listed options from the first stage of the sift process were developed Sift 2 further and considered in more detail by our design and technical specialists with the aim of identifying more-preferred options to take forward. This stage has also been completed and we are consulting with you on the outcomes of that work and the options that have emerged. See pages 37 to 49 of this document for further detail on this process.
NON-STATUTORY We are at this stage CONSULTATION
Consideration of feedback and development of proposals
Sift 3 At this stage, we will consider your feedback in the continued development of the options. Our aim at this stage is to identify a preferred option for LTN We will consult again, on which will form the basis of the statutory DCO consultation. the option proposed to be STATUTORY taken forward to a DCO CONSULTATION application. Consultation is anticipated in mid-2019. Finalising our proposals Finalise We will consider all feedback and comments before finalising our proposals and submitting our DCO application. Application is anticipated in late 2019.
CONSIDERING THE OPTIONS 29 INITIAL IDENTIFICATION OF OPTIONS
Before commencing the sift process This option was therefore discounted This may ultimately form part of a number of high-level options were as being impractical and was set aside a first phase of development but considered and set aside from the sift from the sift process. further expansion of the existing process, for the following reasons: 3. Further adjustment of the existing terminal area is not a realistic option 1. Provision of an additional terminal terminal and aprons for the longer term. in a remote location with a Luton This option is not, on its own, We also considered the option of DART link to the airfield capable of meeting the long-term utilising the existing terminal, taking capacity requirement to ensure the This option was discounted for into account the current works already needs of passengers and airlines reasons of passenger inconvenience taking place, and the potential for are met and would not maximise and operational impracticality. further adjustments to the airport. economic benefits. As such, this In particular, remote terminals give rise The current works being undertaken at option was not assessed as part of to issues of reliability of passengers LTN are to deliver the terminal, apron sift 1 but was treated as the ‘base arriving in time for departure which and taxiway capacity for 18 mppa, in case’ against which the other options is particularly important for an airport line with current planning permission. were compared. like LTN where airlines operate on Once complete, there will be relatively Conclusion very fast turnaround times. Moreover, limited scope to increase capacity security concerns would require a further within the existing terminal Having set aside these options from secure transit route from the terminal and limit spare capacity at the times the sift process, we gave more detailed to the airfield for both passengers and passengers and airlines prefer to fly consideration to a number of high-level baggage and potentially result in a options for expansion of LTN. Some limited expansion of the existing duplication of security checks at the terminal and apron areas might be terminal and at the airfield. possible but could, in any event, still 2. Major expansion of the require planning permission. Further existing terminal adjustment works would not deliver the level of additional capacity required Such expansion would to satisfy our long-term ‘Vision for require significant reduction in the Sustainable Growth at LTN’, to make operational capacity of the airport best use of the existing runway. during construction due to the terminal’s location on an ‘island’ site within the taxiway loop, with consequent disruption to existing operations.
CONSIDERING THE OPTIONS 30 SIFT 1
At this stage we assessed the following • Option 1a – a double terminal solution Luton Luton options for providing a terminal, apron with a new terminal built on the long- and other required facilities to support stay car park and part of Wigmore the achievement of around 240,000 Valley Park with associated aprons annual aircraft movements handling up to provide the required increase in to 36-38 mppa: capacity, resulting in LTN operating with two distinct terminals Option 1 – new terminal and apron capacity to the north of the • Option 1b – a single terminal complex runway, either: located on the west of the site, with • Option 1a – with two terminals the first phase built as a free-standing second terminal on the long-stay car Option 1a Option 1b • Option 1b – a single terminal complex park land and part of Wigmore Valley to the west of the site Park, and with the existing terminal • Option 1c – a single terminal complex complex being incorporated/replaced to the east of the site to form a single new terminal complex Luton Terminal in the longer term Option 2 – new terminal and apron Apron capacity to the south of the runway • Option 1c – a single terminal complex located on the east of the site, with Runway Option 3 – new terminal development the first phase built as a free-standing with runway changes, either: second terminal on the existing • Option 3a – realigning the runway Wigmore Valley Park, and with the existing terminal complex being • Option 3b – extending the replaced by a single new terminal existing runway complex in the longer term • Option 3c – adding a new runway We recognise that these three variants Option 1c Option 1 – new terminal and apron would mean building a new second capacity to the north of the runway terminal as a first phase. The distinction We looked into providing a new terminal between them is whether the existing and apron capacity to the north of terminal complex is replaced or the runway and found there to be a reconfigured to form an integrated range of possible variants for this. This single terminal in the longer term and development could comprise of one of whether the location of the new terminal the following variants: is towards the western or eastern end.
CONSIDERING THE OPTIONS 31 SIFT 1
Option 2 – new terminal and apron Option 3 – new terminal development Luton Luton capacity to the south of the runway with runway changes This option would entail a new second In addition to new terminal terminal as well as new taxiways, development, these options would aprons, stands, car parks and access, involve changes to the existing runway on land not owned by us to the south configuration. We considered the of the runway. following variants: This would mean building on farmland • Option 3a – realigning the runway, and possibly a dozen residential and e.g. tilting its alignment towards the business properties in the area around north-east / south-west Chiltern Green Road and Someries. Option 2 Option 3a • Option 3b – extending the existing runway eastwards, resulting in a longer single runway than at present Luton Luton • Option 3c – adding a new second runway to the south of the existing runway
Option 3b Option 3c
Terminal Runway
Apron Runway
CONSIDERING THE OPTIONS 32 SIFT 1
The sift appraisal process • Deliverability (being technically viable, If you would like more detail on taking into account the needs of the objectives and criteria used, or Tell us what you think These options were appraised airport users, operators and phasing the method of appraisal, you can against a set of high-level, qualitative We would like your views of construction) see these in our sift 1 report on our criteria, chosen to meet key strategic on our strategic approach. website: www.futureluton.llal.org.uk objectives for the project. The strategic • Operational viability (enhancing LTN’s Do you agree that our objectives related to the following efficiency and resilience) The outcome of this appraisal is expansion strategy to make broad areas: summarised in the table overleaf, • Cost (being affordable, including best use of the existing which ranks the options from ‘most • Strategic fit (compliance with any public expenditure required, and runway is more appropriate preferred’ to ‘least preferred’ and Government aviation policy, taking account the needs of airport than pursuing an extended, indicates the key reasons for identifying a scheme likely to users and operators) realigned or second that judgement. be consented, provision of For each strategic objective, one runway? If you would In summary, options 1a, 1b and 1c additional capacity in line with the or more criteria were developed like to comment please and option 2 performed well in terms assessed need) against which the options would be go to question 4a in our of supporting emerging Government consultation questionnaire. • Economic (maximising potential assessed. For example, in relation to policy for aviation, increasing airport economic benefits) the sustainability and environment capacity and delivering economic and objective, separate criteria were • Social (maintaining and where social benefits, with options 1a and 1c adopted for noise impact, air quality, possible improving the quality performing best overall. On this basis natural habitats and biodiversity, of life for Luton residents and the options 1a, 1b, 1c and option 2 were carbon emissions, flood risk, wider population) taken forward for further consideration archaeology and cultural heritage, at sift 2. • Sustainability and environment landscape and visual impact, climate (minimising the environmental change resilience, surface and Options 3a, 3b and 3c were impacts and, where practicable, groundwater, and landfill. discounted because they were not actively mitigating and managing considered to be consistent with Each option was assessed against potential effects) emerging Government policy in terms these criteria by a team of technical of making best use of existing runways • Surface access (maximising specialists. Assessment was based and also performed poorly on financial the number of passengers and on the professional judgement of the and technical viability as each entailed staff arriving by public transport, technical team and, for each criterion, significant additional cost, buildability minimising the requirement for new each option was given one of seven or operational challenges. roads and minimising the impact on appraisal levels ranging from ‘large the wider road network) beneficial’ to ‘large adverse’.
CONSIDERING THE OPTIONS 33 SIFT 1
Ranking Option Key reasons for appraisal ranking
Option 1a – two terminals to the north • Generally performed well in terms of supporting emerging of the runway Government policy for aviation, increasing airside and landside Most preferred capacity and in delivering economic and social benefits • Assessment against the other strategic criteria was more Option 1c – a single terminal to the mixed with options 1a and 1c performing better overall at this north of the runway, located to the east first sift stage of the site
Option 1b – a single terminal to the north of the runway, located to the west of the site
Option 2 – second terminal to the • Performed well in terms of supporting emerging Government south of the runway policy for aviation, increasing airside and landside capacity and in delivering economic and social benefits
• In other areas performed less well than options 1a, 1b and 1c, e.g. potential impact on the green belt and setting of existing heritage assets, namely Someries Castle and Luton Hoo
Option 3b – extended runway • Assessed as inconsistent with Government policy for aviation (which supports making best use of existing runways) and national planning policy e.g. green belt • Performed poorly on deliverability and financial viability as would Option 3a – realigned runway require a large amount of land outside of LLAL ownership, and in the case of a second runway option would deliver capacity before demand exists Option 3c – second runway • Potential impact on the setting of existing heritage assets, namely Least preferred Someries Castle and Luton Hoo
CONSIDERING THE OPTIONS 34 SIFT 2
Having completed the first sift, Assumptions • Bus station, taxi ranks and Luton Functional arrangements which identified options 1a, 1b, 1c DART in the forecourt area In seeking to develop our options, Naturally, our preferred layout will be and option 2 to be taken forward, assumptions were made in respect of • Associated support buildings determined to a large extent by the the purpose of the second sift was the likely buildings, infrastructure and regulations setting out the dimensions to appraise these selected options in • Road and infrastructure provision potential mitigation (e.g. open space) of the airfield which determine the more detail. and adjustments needed to support the airport when size and location of the taxiways and For sift 2 these options had the benefit operating up to 36-38 mppa. Our • Relocated engine run-up and fire aprons in relation to the runway. of further research and understanding understanding of these requirements training facilities There are regulations that limit where including some initial, illustrative will be strengthened further through • Improvement to fuel storage facilities buildings can be positioned, given the design development for each option the design and environmental protected surfaces around the runway which informed the options appraisal assessment process that will follow, • Improvement or replacement of and the need to ensure an efficient process. The appraisal process as well as the consultation feedback existing and planned public open taxiway layout to secure best use of therefore had an increased level of we receive. However, at this stage, it is space and amenities the existing runway. detail compared to sift 1. anticipated that the proposals would In addition, the development This section explains and seeks comprise of the following facilities: would be complemented by hotel and your views on sift 2. It starts by • Terminal facilities with boarding piers office development planned for outlining the assumptions on which New Century Park. • Additional aircraft stands illustrative designs for each option were formulated, then sets out the • Additional taxiways options themselves before outlining • Vehicle forecourt and multi-storey the appraisal process and our short-stay/mid-stay car parking conclusions on each of the options. adjacent to the terminal • Mid and long-stay surface parking plus possible replacement where the existing facilities are disturbed
CONSIDERING THE OPTIONS 35 SIFT 2
Illustration of Option 1a Luton Hertfordshire Here is an illustration showing what option 1a could look like: two terminals to the north of the runway, retaining the existing terminal and a new terminal on part of the existing Wigmore Valley Park, which could be reprovided further to the east.
Commercial Park
Support Terminal Car park
Terminal Luton Apron Support
Car park DART Runway Luton Airport Parkway
N
Central Bedfordshire Hertfordshire
CONSIDERING THE OPTIONS 36 SIFT 2
Illustration of Option 1b Luton Hertfordshire Here is an illustration showing what option 1b could look like: a single new terminal option to the north of the runway on the long-stay car park and part of Wigmore Valley Park, phased over time to incorporate or replace the existing terminal. This terminal could be located as far west as possible and expand eastwards as required. As with Commercial Car park Park option 1a, Wigmore Valley Park could be reprovided further to the east. Terminal Car park Support Apron Luton Support
Car park DART Runway
Luton Airport Parkway
N
Central Bedfordshire Hertfordshire
CONSIDERING THE OPTIONS 37 SIFT 2
Illustration of Option 1c Luton Hertfordshire Here is an illustration showing what option 1c could look like: a single new large terminal option to the north of the runway on Wigmore Valley Park. This terminal could expand westwards as required. As with options 1a and 1b, Wigmore Valley Park could be reprovided further to the east. Commercial Park Car park
Terminal Support Support Luton Apron
Car park DART Runway Luton Airport Parkway
N
Central Bedfordshire Hertfordshire
CONSIDERING THE OPTIONS 38 SIFT 2
Illustration of Option 2 Luton Hertfordshire Here is an illustration showing what option 2 could look like: a two-terminal option, retaining the existing terminal with a new terminal to the south of the runway. In this option, we expect Wigmore Valley Park could significantly remain where it is proposed to be located under the planning application for New Century Park. Commercial Park
Car park
Terminal
Support Luton
Apron DART Runway Support Luton Airport Parkway Terminal
Car park
N
Central Bedfordshire Hertfordshire
CONSIDERING THE OPTIONS 39 SIFT 2: OUR ASSESSMENT OF THE OPTIONS
CONSIDERING THE OPTIONS 40 SIFT 2: OUR ASSESSMENT OF THE OPTIONS
To appraise these options the criteria Appraisal level Scoring These appraisals and scores were then identified at sift 1 were refined, and considered together to assess which sub-criteria were developed. Each Large beneficial 20 options performed the best. option was then assessed against A summary table showing the sift 2 each of the criteria, taking into account Moderate beneficial 10 criteria and strategic objectives, and their performance against the relevant the results of this appraisal, is set out sub-criteria. Slight beneficial 5 overleaf followed by a commentary The process followed a qualitative comparing each option against appraisal based on the professional Neutral 0 the criteria. judgement of our technical advisers. Slight adverse -5 If you would like more detail on For each criterion, each option was the criteria and sub-criteria used, ascribed an appraisal level and a Moderate adverse -10 or the method of appraisal, please see numerical score in accordance with the our sift 2 report on our website: table here. Large adverse -20 www.futureluton.llal.org.uk
Currently unworkable -20
CONSIDERING THE OPTIONS 41 SIFT 2: OUR ASSESSMENT OF THE OPTIONS
Strategic objective Sift category Sift criteria no. Sift criteria 1a 1b 1c 2 O1: Compliance with Government Strategy fit S1 ConsistentS01 with making best use of the 20 20 20 20 aviation policy existing runway
O2: To identify a scheme that is likely to be S2 InS02 broad conformity with national and 10 10 10 -20 capable of being consented and secured local town planning policies and capable through a DCO of attracting the consents required
O3: To provide additional capacity and S3 IncreaseS03 capacity both airside and 20 -5 10 20 connectivity in line with the assessment of need landside to achieve target increase up to 36-38 mppa
O4: To maximise the potential economic Economic S4 DeliverS04 economic benefits nationally 20 5 10 20 benefits to the regional, sub-regional and local and regionally economies S5 IncreaseS05 job opportunities for the people 20 20 20 10 of Luton and the surrounding areas
O5: To maintain and where possible improve Social S6 ToS06 promote quality of life and minimise 5 5 5 5 the quality of life for Luton’s residents and the adverse impacts on communities wider population
O6: To minimise environmental impacts and, Sustainability S7 NoiseS07 -10 -10 -10 -20 where practicable, to actively mitigate and and environment manage any potential environmental effects S8 AirS08 quality -10 -10 -10 -5
S9 NaturalS09 habitats and biodiversity -10 -10 -10 -10
S10 CarbonS10 emissions -20 -20 -20 -20
S11 WaterS11 resources -5 -5 -5 0
S12 FloodS12 risk 0 0 0 0
S13 CulturalS13 heritage -5 -5 -5 -20
S14 LandscapeS14 and visual impact and -10 -10 -10 -20 environmental land use S15 ClimateS15 change 10 5 5 5
CONSIDERING THE OPTIONS 42 SIFT 2: OUR ASSESSMENT OF THE OPTIONS
Strategic objective Sift category Sift criteria no. Sift criteria 1a 1b 1c 2
O7: To maximise the number of passengers Surface access S16 PublicS16 transport modal share 5 10 10 -5 and workforce arriving at the airport on and highways public transport
O8: To minimise new-build highway S17 RequirementS17 for additional highway -10 -20 -20 -20 requirements infrastructure
O9: To minimise impact on the wider highway S18 ImpactS18 on wider highway network -10 -20 -20 -20 network
O10: To be technically viable, taking account Deliverability S19 DeliverableS19 within the context of the 10 -10 -5 20 of the needs of airport users, operators and current concession to 2031 phasing S20 AttractiveS20 to future concessionaires 20 -5 5 20 S21 FeasibilityS21 of landfill, earthworks and -20 -20 -20 -5 ground conditions S22 AdditionalS22 land required beyond current 20 20 20 -20 LLAL land holdings
O11: To enhance LTN’s system efficiency and Operational viability S23 OperationalS23 effectiveness 10 20 20 10 resilience S24 SystemS24 resilience 20 10 10 20 S25 AttractivenessS25 to airline operators 10 10 10 5 S26 SafeguardingS26 for expansion 10 10 10 5 S27 SafeguardingS27 existing levels of MRO, 20 10 10 20 business, aviation and cargo activity O12: To be affordable including any public Cost and benefits S28 EstimatedS28 cost benefit 20 10 10 20 expenditure that may be required and taking account of the needs of airport users and operators (value for money)
Total 140 15 50 15
CONSIDERING THE OPTIONS 43 OUR ASSESSMENT OF THE OPTIONS
Strategic fit (criteria s1-s3) Economic (criteria s4 & s5) Surface access (criteria s16-18) However, option 2 requires a large area of additional land beyond current All of the options are capable of Broadly speaking, all the options The three northern options are LLAL land holdings which reduces its providing beneficial impacts to a are considered capable of delivering expected to produce positive appraisal score. greater or lesser degree, with the benefits nationally and regionally (to increases in public transport modal obvious exception of option 2 which both users and airlines) and locally in share, whilst option 2 will require a Operational viability is considered currently unworkable terms of increased job opportunities. more difficult Luton DART design (criteria s23-s27) as it is highly unlikely to be capable The single terminal options, 1b and solution, which is also less likely to be All options are considered likely of securing the consents required at 1c, are likely to have less beneficial attractive to operators and users. to deliver benefits in terms of the present time. This is because the impacts than the two-terminal options, Options 1b, 1c and 2 would enhancing LTN’s system efficiency entirety of land required to deliver due to their comparative disruption to require additional highway works and resilience as well as being all buildings and infrastructure is the existing terminal operations. compared to option 1a. A single attractive to airline operators. designated as green belt. Social (criterion s6) terminal option would require more The two-terminal options improve ‘Very special circumstances’ are significant infrastructure provision over All options are likely to maintain and resilience but option 2, with operations required for development in the green and above what is currently proposed, improve the quality of life for residents split either side of the runway, belt. As long as other options with a compared to the two-terminal options, of Luton and the wider area, with an would be less efficient due to the lesser impact on green belt remain though it is more attractive in public overall appraisal of slight beneficial for need to cross the active runway. viable, this option is considered transport terms. all options. Two-terminal options also make it unlikely to meet that test. Both single Deliverability (criteria s19-22) Sustainability and environment easier to safeguard existing levels terminal options, 1b and 1c, score of maintenance, business aviation (criteria s7-15) The three options which focus less well in terms of delivering the and cargo activity, which can remain development north of the runway all additional capacity and connectivity Overall, for the majority of the operational during construction. propose occupying part of the area than the two-terminal options, 1a sustainability and environment criteria, underlain by landfill and would require Cost / benefit (criterion s28) and 2, due to the increased ability all four options score less well than for earthworks to create a platform of the two-terminal options to phase other strategic objectives, although All options are likely to deliver at an appropriate level, with development in line with demand. all options are likely to have slight to positive beneficial impacts, with both cost implications. moderate beneficial impacts in terms two-terminal options offering greater of their resilience to climate change. Both the two-terminal options score financial benefits than the single Option 2 scored less well than the more positively compared to the single terminal options. others in terms of the impact on noise terminal options, being considered levels, cultural heritage, landscape and more deliverable within the context of visual impact, and land use. the current concession to 2031, as well as being more attractive to future concessionaires.
CONSIDERING THE OPTIONS 44 OUR ASSESSMENT OF THE OPTIONS
The table below ranks the options from In the light of the analysis, we consider Our proposal is therefore to focus on ‘most preferred’ to ‘least preferred’ the southern option to be less options to the north of the runway Tell us what you think by showing the relative distribution of favourable compared with the in the next stage of developing the appraisal levels. northern options. scheme. If options to the north of the We would like your views on our runway were to prove unworkable on proposal to focus on solutions to This shows that option 2 has four Our provisional view therefore, further analysis, then options to the the north of the existing runway, times the number of ‘large adverse’ subject to considering the south of the runway could be revisited and the assessment process appraisal levels compared to the best responses to this consultation, is at a later stage. which informs it. If you would performing option, 1a, including one that the southern option should be like to comment please go to ‘currently unworkable’ appraisal. discontinued at this stage. question 4b in our consultation questionnaire.
Most 1a preferred
1c
1b
Least 2 preferred
Large Moderate Slight Neutral Slight Moderate Large Currently beneficial beneficial beneficial adverse adverse adverse unworkable
CONSIDERING THE OPTIONS 45 OUR EMERGING PREFERRED OPTION: THE NORTH-SIDE, TWO-TERMINAL SOLUTION
Our emerging preferred option, The way in which the development This is one reason why a subject to the results of this would integrate with the existing two-terminal solution on the north Tell us what you think consultation and further design airport operation is particularly side of the runway appears to us to development, is option 1a. This important in this context. be the most natural solution to future We would like your views represents a two-terminal solution on airport expansion maximising the use on our emerging preferred We believe the existing terminal the north side of the existing runway. of the existing runway, as it allows option of a two-terminal and its associated stands are likely the expansion to be phased and solution on the north side of Option 1a performed better against to continue to be utilised for at delivered in a way which minimises the existing runway. If you the majority of the sift criteria than the least 15 years, taking into account disruption to the operation of the would like to comment please other options. Project Curium (the current airport during construction. go to question 4c in our redevelopment works to It performed the most strongly in consultation questionnaire. accommodate up to 18 mppa relation to strategic fit, environment, in the terminal at LTN) and possibly economic benefits, deliverability with some future adjustments. (within the context of the current concession, attractiveness to future concessionaires and not requiring additional land beyond current LLAL land holdings), operational viability and cost benefit.
CONSIDERING THE OPTIONS 46 OUR EMERGING PREFERRED OPTION: THE NORTH-SIDE, TWO-TERMINAL SOLUTION
Luton Hertfordshire
Commercial Park
Support Car park
Terminal
Terminal Support Support Apron Luton
Car park
DART Runway Luton Airport Parkway
N
Central Bedfordshire Hertfordshire
CONSIDERING THE OPTIONS 47
05 MANAGING THE IMPACTS OUR KEY CONSIDERATIONS
As we develop our masterplan, we This section describes our understanding are looking at the potential impacts of the key issues at this stage and how that expansion may bring and ways we would propose to manage them. to manage them, as we believe our They are: expansion plans must happen in the right way. • Enabling works In this chapter we have identified • Noise some of the key impacts which we • Surface access recognise we will need to address and manage effectively in taking forward • Air quality our proposals to expand LTN. We • Landscape and visual are seeking your views on whether we have identified the right impacts • Heritage and what we are proposing to do to • Biodiversity address them. • Climate change These include matters associated with increasing the number of • Land ownership and acquisition flights (e.g. noise), as well as others specifically relating to the options we are considering (e.g. earthworks and relocation of public open space). Tell us what you think We would like to understand what you consider would be the main impacts of expansion that we will need to minimise and mitigate. If you would like to comment please go to questions 5a and 5b in our consultation questionnaire.
MANAGING THE IMPACTS 50 ENABLING WORKS
Earthworks For the north-side options, we would If one of the northern options is plan to use earth excavated from the chosen, part of the new development We know that the earthworks for site. This is because the alternative would occupy the area of the former this project is likely to be a key issue. would be to import up to 6,000,000m3 Eaton Green landfill. To achieve the Earthworks As a result, we have been considering of material by road (equivalent to the levels needed it would be necessary potential solutions to help inform this volume of five Wembley stadiums), to excavate some of the landfill consultation. Regardless of the chosen which might involve continuous lorry material and to pile foundations option, the following will be needed: movements every working day for up to through the landfill to support the Development platform • A range of earthworks activities to be five years. This would be a significant new buildings and the Luton DART carried out (the difference, however, extra traffic burden on the local area. extension. This work would be done being the extent and timing of these in a way that protects the underlying Using material from the site also means for each option) groundwater and in close liaison with each phase of the earthworks can be the Environment Agency. Indicative earthworks north-side options • The levelling and preparation of done in as little as a year. So our current a suitable site platform so the thinking is that the earthworks for a For all options, each phase of the works expanded airport would be level north-side solution would be undertaken will be closely controlled. They will be with the runway in a small number of relatively short undertaken in a closed site so there will phases over a long period. This means be no need to move the majority of the • Earthworks to create a new that work can be carried out in an material on local roads. Best practice landscape, especially where Wigmore efficient way, minimising the impact will be employed to carefully control Valley Park requires replacement, in on local residents, and that LTN can birds, noise, dust and odour in affected part or whole be developed in stages in line with areas, this will be carefully supervised. Earthworks The main issue relating to the passenger demand. earthworks is whether: For the south-side option, a much Development platform • To import the earth required smaller volume of earthworks would Tell us what you think to raise land to the level of the be required. We note that for all options, We would like your views on our Indicative earthworks south-side option runway from outside the area, it would still be necessary to bring proposal to take earth from the necessitating a very large number other construction materials to site via site to avoid the significant extra of lorry movements on the road the road network, but the timing and traffic burden on the local area. network over a number of years frequency of this can be controlled If you would like to comment • Or to take earth from close to where to minimise disruption. Details of the please go to question 5c in our it is needed, but meaning greater construction phasing and building consultation questionnaire. changes to the local topography works will be considered during the next phase and will be included in our next consultation. MANAGING THE IMPACTS 51 ENABLING WORKS
Public open space We will continue to work with design Replacement open space: and environmental teams to deliver our commitments Tell us what you think With the north-side solutions, the solutions that achieve the construction proposed earthworks activities would If we proceed with a north-side We would like to know views and operational requirements of the have an impact on the land to the east solution, we will: about our proposed approach project and the environmental and of the airport and require Wigmore to replacing public open space, social obligations required of us. • Reprovide open space that is at Valley Park to take on a different including what facilities you least as good in terms of size, overall footprint. How works could To achieve these objectives, the quality think should be provided. usefulness, attractiveness, quality and be phased to move the boundaries of proposed public open space and accessibility as may be lost through If you would like to comment of the parkland and accommodate the views of the local community our airport expansion plans please go to questions 5d will be prioritised in the design and such earthworks activities is a key and 5e in our consultation construction process. • Retain the existing main entrance consideration that we are in the questionnaire. into Wigmore Valley Park adjoining process of developing. One of our aspirations is that Wigmore Hall / Wigmore Pavilion We understand that public open replacement public open space, space is an important community should Wigmore Valley Park be • Work with the respective authorities asset. When managing impacts on affected, would be established before and stakeholders to determine existing open space, we will adopt a the earthworks commence and the suitable arrangements and amenity considerate masterplanning approach. sequencing of the work would be facilities for the replacement managed such that access to open space This will respond to the existing open space can be maintained character of the landscape • Seek to minimise the duration of any for the public. surrounding the airport, protecting construction activities that may affect valued environmental assets wherever open space, and the duration of any practical and including a range temporary areas of open space of measures that help to mitigate • Retain a suitable area of open space, unavoidable impacts, such as the of equal or greater size as may be environmental effects on views, affected by the airport expansion ecology, green infrastructure and plans, throughout the delivery phases land use. • Engage with local stakeholders on the potential for future community stewardship of a new park, possibly leading to the establishment of a trust
MANAGING THE IMPACTS 52 ENABLING WORKS
Roads, Luton DART and drainage We believe surface water drainage and associated reusable water systems Road infrastructure will need to be would be contained within the airport provided on the site, with improvement site, as conventionally required with to some local roads and junctions. such projects. The other services Luton The application for the Century would require enhanced supplies and Park Access Road (see diagram) is infrastructure from statutory providers still under consideration following a which would be possible with a north- planning application to Luton Council. side solution. If successful, the Century Park Access Road would benefit a If the south-side option were to be Proposed Century Park Access Road north-side development. taken forward, the development would require completely new For a south-side option we would need drainage infrastructure. to provide a new carriageway road linking the new terminal complex back We are committed to working with to New Airport Way. This would mean all statutory services suppliers, Terminal a major new intersection system near such as those for electricity, gas, the point where the road passes over telecommunications, water and the mainline railway. drainage, as we know all these systems would need reinforcement Luton DART, currently under DART route (under construction) and extension. construction between Luton Airport Parkway rail station and the existing All the above works will need to airport terminal, would need to be commence early to deliver a suitable extended and linked to the new platform and infrastructure for Luton Airport Parkway terminal, whichever option the expanded airport. To manage Runway is developed. impacts during construction, best- practice measures will be employed For the north-side options this would and described in a Construction mean extending the system eastwards Environmental Management Plan. to a further station at the terminal. For N the south-side option this would mean the construction of a second branch from Luton Airport Parkway over New Airport Way and up to the new Proposed Century Park Access Road and Luton DART supporting the north-side options terminal location. MANAGING THE IMPACTS 53 NOISE
We recognise that one of the largest While noise from departing and Government noise policy Our plans impacts that arises from operating arriving aircraft is expected to be the Government noise policy is clear in We are exploring several different an airport is the noise caused by largest noise issue that we will need to terms of what must be achieved. types of noise mitigation and would like departing and arriving aircraft. We have address, other sources of noise that to hear your views. Our strategy worked with LLAOL over the years to would be considered are: We must avoid significant adverse follows the Government’s concept manage and reduce the noise impact noise impacts and mitigate and • Aircraft ground noise (i.e. the noise of a ‘noise envelope’. where possible. minimise adverse noise impacts. from taxiing aircraft, from aircraft on As a result there are a wide range of the stands and aircraft engine testing Government planning guidance does measures already in place that address that needs to occur) not expect noise to be considered noise impact. In addition to specific in isolation, or separately from • Noise from increased road traffic local measures, we also benefit from the economic, social and other continuing new technology in the • Noise that would be expected to environmental dimensions of the form of less noisy aircraft as well as occur during the construction phase project. We must find an appropriate the opportunities offered by improved Our proposed expansion is intended to balance between all these aspects. navigational techniques. These benefits bring greater benefits to communities, are expected to continue into the future. including additional jobs, both directly and indirectly, and help improve the connectivity between the airport and existing and new destinations. However, we recognise that these benefits will bring associated noise impacts and we know that we must understand fully the nature and extent of those impacts so that we can identify a package of measures that will enable those impacts to be properly managed.
MANAGING THE IMPACTS 54 NOISE ENVELOPE
The Government has been promoting The likely stages for developing a noise envelope include: this concept as a means of bringing together all the various noise management measures that would be applied to an expanded airport to provide more certainty to communities. While the Government has not stated precisely what would be expected to be contained in a noise envelope, we fully intend to explore the use of a noise envelope when finalising the mitigation measures to support our plans. What is a noise envelope? A noise envelope is a sustainable Produce a proposal management framework to control Identify stakeholders: the Set up an envelope for the noise envelope noise that will provide a balance people affected, including design team, including design, including between ongoing growth and the airport operator, representatives from appropriate metrics noise reduction. local communities, local stakeholder groups authorities and airlines A Noise Envelope Design Group (NEDG) will be formed that will include community and stakeholder representatives, and provide a means to engage in discussions on defining the noise envelope and reaching an agreement with stakeholders regarding its implementation. The finalised noise envelope strategy, including measures to manage noise, will be secured through the DCO process. Revise envelope Undertake consultation design in light of exercise, agreeing extent consultation responses between stakeholders
MANAGING THE IMPACTS 55 NOISE MITIGATION
How we can minimise and mitigate • Reviewing the extent of the The Airports National Policy Statement noise impacts Noise Insulation Scheme. states that development consent Tell us what you think The current scheme provides should not be granted unless the Mitigation options to manage adverse Please refer to questions 5f, £100,000 each year to be spent on Secretary of State for Transport is noise impacts will be assessed for 5g and 5h in our consultation double glazing, secondary glazing satisfied that the proposals will meet suitability, including: questionnaire to tell us what and ventilation units the following aims for the effective you think about our proposals • Maintaining the current limit on flights management and control of noise, • Improving use of space, reducing for noise mitigation and what’s from 23:30-05:59hrs to a total of within the context of Government aircraft taxi time and queuing, important to you. 9,650 in any 12-month period policy on sustainable development: therefore reducing ground noise • Providing incentives for airlines • Avoid significant adverse impacts on • Using acoustic barriers, where to adopt quieter aircraft, such as health and quality of life from noise appropriate, to reduce the impact from increasing the use of the Airbus ground and surface access noise • Mitigate and minimise adverse A320neo, which has started to be impacts on health and quality of life introduced to the aircraft fleet at LTN • Developing a Construction from noise Environmental Management • Applying the principles of the Plan to manage noise impacts • Where possible, contribute to International Civil Aviation during construction improvements to health and quality Organisation’s Balanced Approach of life to Aircraft Noise Management, as set Our overall approach to the out in EU Regulation 598/2014 assessment and management of We will also have regard to the noise in connection with the expansion Noise Policy Statement for England, will align with Government policy as the National Planning Policy Framework it develops. and the Planning Practice Guidance on Noise. In particular, as required by policy, we will not treat noise in isolation, separately from the economic, social and other environmental dimensions of our proposals.
MANAGING THE IMPACTS 56 FLIGHTPATHS
The Government is in the process of Government airspace principles modernising UK airspace generally. Its Future Airspace Strategy is aimed at delivering the required capacity needed while minimising the impact of aviation in the environment. If arriving aircraft descend in a straight line without any Cruise (A) Cruise (I) circling near the airport, and if departing aircraft are able to climb at a steeper angle, this will reduce noise on the ground. Descent (B) Climb (H) The diagram illustrates the key components, and shows that the work to modernise airspace includes Arrival (C) Departure (G) measures to optimise descent profiles and improve climb performance, both of which can reduce noise impact on the Final Take-off (F) ground. These will be core principles in Approach (D) our approach to developing any required changes to the airspace in the vicinity of LTN, building on the work already being undertaken by LLAOL . Any required changes to flightpaths to accommodate Turnaround (E) growth at LTN, or as a consequence of the strategic work being undertaken by National Air Traffic Services (NATS) to A. CRUISE B. DESCENT C. ARRIVAL D. FINAL APPROACH E. TURNAROUND increase capacity across all of London’s More direct and free routes Optimised descents and Less stack holding: delays Higher throughput in strong Less ground delay via pre- airspace, will follow the detailed airspace through the upper airspace systemised arrival routes absorbed in the en-route wind conditions departure sequencing change procedures put in place by the CAA. These include a requirement for full F. TAKE-OFF G. DEPARTURE H. CLIMB I. CRUISE consultation with the public at the time when any change is being contemplated. Departure plan information More precise and flexible Continuous climb to cruise Better management of areas We will provide an update on any potential shared with the network departure route options on a dedicated route reserved from military activity changes to current flightpaths (see Appendices) in our detailed consultation on our preferred expansion option in 2019. (Source: DfT, Upgrading UK Airspace, Strategic Rationale, Feb 2017)
MANAGING THE IMPACTS 57 SURFACE ACCESS
Objectives Assumptions How passengers get to LTN We outlined a number of expansion Assumptions that will feed into and/or options in chapter four of this report, support our work include: which in terms of surface access are Bus / coach 15.4% • The traffic generated by the currently- being assessed with the following key lodged New Century Park application, objectives in mind: Rail 16.6% including the Century Park Access • Provide a higher level of public Road, forms part of the base Taxi 17.1% transport modal share than existing case scenario Walk / cycle 0.2% • Making best use of existing • Any selected option is subject to infrastructure as a priority phasing analysis Private car 29.1% • Provide improvements to existing • Minimising disruption during the (drop-off / pick up) infrastructure to mitigate any construction period to airport and Private car 10.9% identified airport expansion impact non-airport users, thus maintaining (off-site car park) good accessibility levels to and from • Assess the need for new highway Private car 6.2% the airport links and junctions (on-site car park) The base case scenario that will • Provide adequate forecourt Rental car 2.0% feed into these emerging masterplan operations for all users options will be the approved 18 mppa Other 2.5% • Increase walking and cycling with consent which, based on current (Source: CAA Passenger appropriate supporting measures trends, is expected to be achieved at Survey 2017) • Introduce traffic management LTN by 2021. measures to benefit all users and As part of our expansion proposals, Tell us what you think adjoining communities as appropriate we will consider potential mitigation We would like your views on the • Address parking requirements as part measures to try to address any key objectives for our surface of a comprehensive transport strategy additional significant impacts created directly as a result of expansion traffic. access strategy. If you would This may include for example, subject like to comment please to assessment: key highway links and go to question 5i in our junction improvements, and traffic consultation questionnaire. management measures such as parking restrictions and cycling infrastructure.
MANAGING THE IMPACTS 58 SUSTAINABLE TRANSPORT
When considering proposals for We expect that the Luton DART will aid our surface access strategy, we the increase in modal share through have set ourselves the objective to promoting greater use of the national increase the use of public transport, rail network. including walking and cycling from In addition to the Luton DART, we are the current 32 per cent. We propose engaging with various stakeholders that a fully comprehensive multi- and interested parties to help improve modal approach is adopted, covering all forms of public transport usage, all forms of transport which will such as: include appropriate supporting traffic management strategies. • Scheduled bus service operators The investigative work that we are • Coach operators undertaking will help inform our • Train operating companies surface access strategy in detail. This will entail assessing transport • Network Rail CGI of the Luton DART requirements, and the expansion • Department for Transport (DfT) impacts, including potential mitigation in relation to the private car, buses, • Cycling and walking groups Tell us what you think coaches, rail including the Luton Discussions are under way with We will be assessing how DART, walking and cycling modes. the DfT to consider the potential we can provide access to an We want to encourage the use of for increasing the number of fast expanded airport by all modes public transport, as seen with our trains that stop at Luton Airport of transport, with a focus on rail, recent £225m investment in the Luton Parkway station as part of a new bus, walking and cycling. Are DART, which will replace the existing franchise opportunity of the East there any particular initiatives you bus services that connect Luton Midlands rail line. would like to see implemented Airport Parkway station with LTN. This This is in addition to recent to support improved access to will in turn lead to a more seamless Government investment in Thameslink, the airport by public / sustainable service that will increase levels of which will also help to encourage more transport? If you would like public transport use. rail usage and thus increase modal to comment please go to share by public transport. question 5j in our consultation questionnaire.
MANAGING THE IMPACTS 59 HIGHWAY NETWORK ASSESSMENTS
Other key objectives for us in Once these tests are carried out for the forming our surface access strategy different phases and scenarios of the are: to make the best use of existing expansion proposals, we will develop infrastructure a priority, to provide an infrastructure mitigation strategy to improvements to existing infrastructure address potential impacts. to mitigate any identified airport The level of mitigation, to be expansion impacts, and to assess determined, could include a number the need for new highway links A505 (9%) of measures including off-site and junctions. improvements to a number of links A6 (3%) In order to fulfil these objectives and key junctions as appropriate. we need to undertake assessment We will cover parking requirements of the local highway network. broken down into short, medium and Our airport is surrounded by key long-stay. We will also consider both roads that during the typical highway passengers’ and employees’ modes peak hours experience varying levels of transport. of congestion. Luton LTN To carry out our assessments of the M1 North (31%) local highways network, we propose Tell us what you think to build a micro-simulation model for We are assessing a number the immediate area around LTN that of locations on the highway will help inform how junctions and links network that may require perform during the key morning and improvement works to support evening peak hours for a typical day. an expanded London Luton In addition, we propose to utilise an Airport. Are there any particular existing strategic model to test the locations you want to make B653 (2%) wider highway network for changes to sure we have considered as A1081 (1%) traffic flow as a result of the proposed we develop our proposals? If airport expansion. Any significant you would like to comment increases, if not covered by the model, please go to question 5k in our M1 South (54%) N will be covered by individual junction consultation questionnaire. assessments and link assessments.
2016 road traffic distribution
MANAGING THE IMPACTS 60 AIR QUALITY
Existing air quality Road traffic Luton Hertfordshire We recognise that air quality is an Road traffic is the major local important issue locally and across source of pollution in most urban the UK, and the potential effects areas in the UK and Luton is no of pollutants will be a significant exception. Road traffic is the concern to local communities. In reason that led to Luton Council bringing forward our proposals for declaring Air Quality Management future expansion, we must accept Areas for Dunstable Road East in responsibility for developing strategies, the town centre and areas close to policies and measures which seek to junction 11 of the M1. Luton minimise emissions to air and reduce NO in and around the airport exposure, to protect people and 2 LTN sensitive ecological areas. NO2 levels at the closest residential receptors to the airport, and also LLAOL has monitored air quality at along the aircraft flightpaths, are LTN for a number of years, and we significantly below the limits set are pleased that the air quality at the out in legislation. Levels monitored residential receptors closest to the at the roads around the airport, in airport is good – with levels well below the car parks and on the apron are M1 the UK’s pollution limits. a little higher, with a location on the
Nitrogen dioxide (NO2) main apron and the drop-off zone slightly exceeding 40μg/m3. NO2 in high concentrations can N cause a wide variety of health and A significant redesign of the roads environmental impacts. The gas is and car parks on the approach Central Bedfordshire produced from the combustion of to the terminal reduced traffic fuels such as diesel and aviation congestion throughout 2016 and NO2 monitoring around LTN, 2016 fuel. NO2 is currently measured from this work is ongoing. A project locations around LTN, and the results is also under way to standardise 3 are adjusted using national database equipment on the apron which will NO2 concentration at monitored locations in 2016 (µg/m ) factors. The annual mean local air help reduce pollution levels. quality objective in the UK is 40μg/m3. 10-20 30-40 20-30 40-50 Air Quality Management Areas
MANAGING THE IMPACTS 61 AIR QUALITY
Our plans Related air emissions Mitigation measures • Providing fixed electric ground power and pre-conditioned air for air To support our expansion plans, we Other than the airport-related road As part of our assessment of air quality conditioning at the stands so aircraft are commissioning new air quality traffic, the principal sources of impacts we will explore potential can minimise the use of their auxiliary monitoring that will measure a range airport-related air emissions include: measures to reduce road traffic and engines when on the ground and of potential pollutants wider than that road traffic emissions, such as: • Aircraft engines enforcing their use monitored by any other major airport in • Encouraging passengers and staff to the UK. In addition to nitrogen dioxide • Ground service equipment (such as • Ensuring the fleet of ground support use public transport to travel to and and particulate matter monitoring, power units) equipment that operates on from the airport the airport aprons is a low-emission pollutants commonly monitored in the • Vehicles at the airport (airside) or • Reducing congestion close to the fleet, such as a fleet of electric UK, we will monitor sulphur dioxide, accessing the airport (landside) carbon monoxide, volatile organic terminals by making it easy for powered vehicles Emissions from many of these sources passengers and their families/friends compounds and black carbon. Appropriate measures will be are predicted to reduce over time to park remotely and travel by public All of these pollutants can be harmful incorporated into the design and due to legislation for cleaner vehicle transport to and from the airport requirements for the project. to human health depending on the exhausts, cleaner fuels and cleaner • Encouraging the use of low and concentration. We will undertake aircraft engines. monitoring on the airport and off- zero-emission vehicles with electric site near residential receptors. Our An example is the Airbus A320neo, charging and rapid charging points which has started to be introduced monitoring will supplement that carried • Providing incentives for drivers of Tell us what you think to the aircraft fleet at LTN – it is out by Luton Council and LLAOL. ultra-low emission vehicles This will enable us to understand the 15 per cent cleaner in terms of youWe would like to know your existing pollution levels and use this emissions than the older generation Similarly, we will explore potential views about the measures we information to verify models so that our of aircraft it is replacing as well as being measures to tackle aircraft and airport are considering to manage future predictions can be made more significantly quieter. emissions, such as: the effects of expansion on air quality. If you would like to robust. Furthermore, it will allow us to • Incentivise airlines to use their newest comment please go to become best-in-class as we will work aircraft at our airport out which sources are responsible for question 5l in our the highest emissions and target • Work with NATS and airlines to consultation questionnaire. measures effectively. reduce hold times in the air and on the ground
MANAGING THE IMPACTS 62 LANDSCAPE AND VISUAL
Our airport sits on a raised platform The terminal and apron will need to at the north-eastern end of the be broadly level with the runway. Chiltern Hills and is prominent within Therefore our development proposals, views from the surrounding area. particularly where an option to the The land to the north of the airport is north of the runway is pursued, predominantly residential, the land to would require extensive earth-moving the west includes a mixture of both operations to be carried out to create a industrial and residential, and the land platform to the height of the runway. to the east and south is predominantly This would lead to changes to the rural, comprising arable fields with existing landscape and to views intermittent woodland. experienced by people within it. The surrounding landscape is We will seek to minimise adverse recognised for its local landscape landscape and visual effects, and will value, has an extensive network of deliver an integrated range of natural public rights of way and has several and built environment proposals assets designated for their amenity, which conserve, mitigate and, where heritage or ecological value. possible, enhance the landscape surrounding our airport. Further detail is provided on the following page. View from the southern edge of Wigmore Valley Park, over the arable landscape to the east of LTN
MANAGING THE IMPACTS 63 LANDSCAPE AND VISUAL
Mitigation measures that we will consider to reduce potentially negative landscape and visual effects include, but are not limited to: St Martin’s Church Putteridge Bury Public rights of way • Adjustment of site levels • Use of appropriate form, detailed Stopsley Common design, materials and finishes, where it is neither desirable or practical to screen buildings and associated development • Alterations to landforms together with structure planting on and/or off-site Wardown Park Wigmore Valley Park All Saint’s Church • Avoiding or reducing obtrusive light Luton and minimising light pollution
Going forward we will engage with LTN local authorities and local communities and share details of our emerging Long distance footpath proposals, seeking further input on the layout and appearance of the proposed landscape measures. Stockwood Park
Tell us what you think Luton Hoo We would like to know your views about the measures we are considering to manage the landscape and visual effects of St Peter & St Paul’s Church expansion. If you would like to Local authority boundary N comment please go to question 5m in our consultation questionnaire.
Areas of visual amenity
MANAGING THE IMPACTS 64 HERITAGE
Luton and the surrounding area show evidence of human occupation since the Palaeolithic era, concentrating in Putteridge Bury registered park and garden river valleys, uplands areas and around water bodies. The airport was established in the 1930s and, over the course of its Areas of high archaeological potential development, several assets of identified by the local authority heritage value have been identified in the area, including some related to the airport itself.
Luton
LTN
Area of previous archaeological investigation
Someries Castle
Heritage building Scheduled monument Listed buildings Luton Hoo registered park and garden N Local authority boundary
Heritage assets
MANAGING THE IMPACTS 65 HERITAGE
LTN opened as a grass airstrip in 1938
MANAGING THE IMPACTS 66 HERITAGE
Built heritage and archaeology assets • Other local buildings noted in the Historic Environment Record include a Our investigations have highlighted Second World War pillbox (part of the some heritage and archaeology assets old airfield battle headquarters) and in Luton, including: the Luton Airport Fire Station • Prehistoric stone tools have been The area remained largely in agricultural found in the local area use until the 20th century, preserving • Aerial photographs reveal evidence the archaeological resource. After the of crop marks relating to a network First World War, the aviation industry of settlements in the Iron Age and became a driver of change. Roman periods Some of the pioneering work in aviation • There is evidence that the area had a technology took place at Luton in the number of significant settlements in inter-war period. the Middle Ages Our plans • Someries Castle, possibly one of the Although our expansion plans will first buildings in England constructed affect parts of the existing historic entirely of brick, is evidence of the environment, we will seek to avoid and wealth and power of the landowners minimise adverse effects wherever in the post-medieval period possible. There are also a number • Capability Brown recognised and of challenges and opportunities to used the qualities of the landscape enhance the understanding of, and in his remodelling of the Luton accessibility to, the characteristic Hoo parkland historic landscape and archaeology of the local area.
Luton Hoo
MANAGING THE IMPACTS 67 HERITAGE
Preservation Understanding Accessibility Tell us what you think The preservation of cultural heritage We will be undertaking a coordinated We are exploring ways to enhance assets is a key priority for us. programme of research and surveys to public engagement with the historic We are seeking your views ensure that we have the best possible environment. We will actively promote Where inevitable conflicts are on our emerging strategy to understanding of the archaeology and the work of recording and sharing the identified, whether these are physical preserve, understand and cultural heritage of the area. This will history of LTN and its importance to or due to noise or visual factors, enhance public engagement build upon work previously undertaken the community. This may include: strategies to reduce and modify with the historic environment. close to the airport. impacts through design will be actively • Promotion of history through a If you would like to comment adopted, such as: Analysis of crop mark evidence variety of media such as information please go to question 5n in our (ancient field boundaries and boards and signage consultation questionnaire. • A programme of evaluation enclosures identified from aerial and recording • Engaging local heritage groups photography) shows evidence of Iron • Design measures to reduce the Age / Romano British occupation. • Inviting the community to record aural visual prominence Sites identified have been surveyed history and submit photos for records • Careful siting of lighting or signage to differing degrees by field walking (surface collection of artefacts), • Provision of records through • Use of landscape mitigation geophysical survey and archaeological a website measures such as bunds, planting evaluation trenching. Further surveys or materials to reduce visual will be carried out. prominence and aid integration with the surrounding landscape The measures adopted will be developed in consultation with • Preservation by record of sites that heritage stakeholders and the public. would be lost We see the opportunity of these expansion plans to highlight the local area’s history, and help grow the appreciation of the local heritage and archaeological assets for local communities as well as those using the airport.
MANAGING THE IMPACTS 68 BIODIVERSITY
Ecological features Our plans The existing airport largely comprises Although our expansion plans will have hardstanding and buildings with unavoidable impacts on the existing amenity grassland and small patches ecological features, we will seek to of scrub. Surrounding habitat is minimise these. Our plans will use this predominantly arable land with opportunity to enhance other existing hedgerows, and occasional woodland features, and provide new high-quality blocks and scrub. There are no habitats that are characteristic of the statutorily designated sites affected local area. by this project but there are three These enhancements will primarily aim Wigmore Valley Park CWS other sites in the area that we need to improve habitat connectivity across to carefully consider: Wigmore Valley the wider landscape, providing long- Park County Wildlife Site (CWS), Winch term biodiversity benefits. Dairyborn Scarp DWS Winch Hill Wood CWS Hill Wood CWS and Local Wildlife Site and Dairyborn Scarp District Wildlife These habitats will be established Site (DWS). within open areas and around proposed infrastructure to provide We are currently undertaking a range linkages across the landscape, and LTN of floral and faunal surveys and will be undertaken in partnership analysis to identify key ecological with statutory bodies, local wildlife features and find measures to avoid, trusts and interest groups to tailor reduce or compensate for negative enhancements to be in line with local effects. Several species of note have wildlife and community needs. been identified, or have the potential to be present, in the area including badger, bats, reptiles, invertebrates, and birds.
Ancient woodland N Wildlife site Priority habitat
Wildlife sites and habitats
MANAGING THE IMPACTS 69 BIODIVERSITY MITIGATION
We will develop landscape and ecology There will be space to balance the strategies which seek to conserve, and needs of both people and wildlife and where possible, enhance the landscape ensure the public, especially children, and biodiversity within LTN and on have an opportunity to engage and nearby sites. Proposed measures in this interact with nature and wildlife. strategy will include: We are committed to ensuring that • Areas of ancient woodland will be current populations of animals and retained, and impacts to this habitat plants are maintained, and we will avoided as far as possible continue to work with Natural England and other stakeholders and seek to • Patches of the four species of provide biodiversity offsets and/or orchid found within Wigmore Valley enhancement measures. Park CWS (and elsewhere on-site), which include common spotted, This may include: common twayblade, pyramidal and • Off-site enhancement of designated bee orchids, will be translocated into sites within Luton, Bedfordshire adjacent suitable habitat safeguarded and Hertfordshire from future development • Contributions to local biodiversity Winch Hill Wood, ancient woodland • Existing habitats will be replicated projects within the new development as far as Tell us what you think possible to create a mature biodiverse • Enhancement of poor hedgerows environment, comprising a mosaic of to improve connectivity within the We are seeking your views habitat types wider landscape on how we should minimise • Connectivity between the north By creating different types of habitats, biodiversity impacts, and also and south of the site will be we will provide a variety of sources of where we should be looking maintained throughout construction food and shelter for wildlife. Enhanced to enhance the ecological and long-term connectivity between different green environment. If you would spaces will add resilience within local like to comment please go to The long-term aim of the biodiversity wildlife populations. question 5o in our consultation strategy will be to leave a positive questionnaire. legacy for wildlife in Luton, Bedfordshire and Hertfordshire, and to facilitate / enhance public access to this resource.
MANAGING THE IMPACTS 70 CLIMATE CHANGE
Climate change is recognised as a A climate resilient airport As part of our public transport Water efficiency global risk, and we are all faced with strategy we will encourage public To allow the airport to be resilient to Luton is in an area of high water the challenge to cut greenhouse gas transport operators to improve the projected impacts of future climate demand and a potential shortage of (GHG) emissions. The UK has made emissions and encourage them to change, measures to address drinking water in the coming decades binding commitments to reduce its use low-emission vehicles. We will potential risks will be incorporated has been identified. However, our carbon emissions through the Climate encourage reduction in emissions into the construction and operation airport development can play a part in Change Act 2008. from ground support equipment decision-making process, including helping to address this problem. This through low-carbon vehicles. We are committed to careful supply chain resilience. is because at the moment, the vast design and operation of the airport, Whilst we cannot directly control majority of the water supplied to the Measures that reduce the risks from which will provide us with a range emissions from aircraft, measures airport is used for purposes other climate change while contributing of opportunities to reduce GHG can be put in place to implement than drinking. to wider sustainability and resilience emissions and to make the airport processes that are more efficient. We benefits will be specified, for example As a result, we are building into our resilient to climate change impacts. will support progress on fuel efficiency the use of sustainable materials rainwater management strategy for and promote the use of low-carbon We recognise that our expansion plans that withstand hotter temperatures, the expanded airport the capacity to alternatives as the technologies have the potential to have an impact and sustainable drainage measures capture, clean and re-use water for become available. We will optimise on climate through GHG emissions designed to cope with future increases purposes such as aircraft washing and opportunities to reduce aircraft and also to be impacted upon by in rainfall. toilet flushing. emissions during the landing and future climate change implications. Reducing carbon emissions take-off cycle, for example by reducing This will allow the local water supply to However, we will explore and taxiing distances and aircraft idling be used for just drinking. We are committed to developing a implement options to minimise GHG while promoting single engine taxiing. comprehensive strategy to minimise emissions from the construction and carbon emissions from future In parallel to the expansion project, operation of buildings, infrastructure construction and operation. we are working with Luton Council and assets, aircraft operations and the to identify opportunities to generate transportation of passengers, staff and Low-carbon thinking will be integrated renewable energy to supply as much goods. Options will also be explored into the construction and design of the airport’s current and future and, where practicable, implemented process to reduce emissions from electricity demand as practicable, to design and construct the airport and construction and operation activities. for example, solar and wind energy. associated infrastructure to be resilient Low-carbon materials, for example, These facilities would be owned by to climate change. use of locally recycled materials, will the Council and create income for the be specified to minimise embodied benefit of the people of Luton, as well carbon. Options for energy to be as reduce GHG emissions related to generated from low-carbon and the operation of the airport. renewable sources will be considered.
MANAGING THE IMPACTS 71 LAND OWNERSHIP AND ACQUISITION
The DCO process provides a mechanism for land to be acquired by compulsory acquisition, with compensation available to those affected, where it has not already been acquired by agreement. Compulsory acquisition of land is a measure of last resort, and we are committed to negotiating with landowners for the voluntary acquisition of any land or rights which may be required to deliver our proposals. We would seek to take the least intrusive approach to the acquisition of land and would only acquire land and rights which are absolutely necessary. We own, or have options over, the majority of land that would be needed for any airport expansion to the north of the runway. This includes land that would be needed to replace affected areas of Wigmore Valley Park. We do not own land to the south of the runway, so this would need to be acquired, were we to pursue an option to the south of the runway.
Land owned by LLAL to the north of the runway
MANAGING THE IMPACTS 72 OUR COMMITMENTS
In summary, our key commitments • Assess the possibility of maintaining • Seek to reduce aircraft emissions • Agree a full Construction to manage the impact of airport the current limit on flights from 23:30- through improved take-off, landing, Environmental Management expansion are as follows: 05:59hrs taxiing and idling procedures, and Plan to manage impacts and provide electric power and pre- ensure best-practice measures • Grow LTN in phases, in line with • Encourage airlines to introduce conditioned air on the ground to during construction passenger demand new generation and less polluting reduce the use of auxiliary engines aircraft at the earliest possible date, • Carefully consider all consultation • We are not proposing either a second potentially through targeted rebates • Develop strategies that will conserve feedback and responses to help or extended runway and other incentives and enhance the landscape and shape our proposals for the future • Look to contain significant biodiversity, where possible of LTN, and report back on how we • Explore the use of a noise envelope development within a site which limits have had regard to the responses we framework and design group when • Provide new high-quality habitats land-take and disruption receive finalising noise mitigation measures characteristic of the local area • Deliver expansion of our airport • Consult with you again about our • Develop a comprehensive strategy • Fully engage with local authorities in the right way, mindful of the future detailed proposal, and consider to minimise carbon emissions from and communities when proposing impact airport operations can have further change based on your future construction and operation, to any landscape changes on people, the environment responses, before we submit our design the airport to be resilient to and communities • Prioritise the provision of replacement expansion application climate change impacts public open space that is at least as • Finalise our Draft Sustainability • Seek to generate renewable energy big and as good as currently exists, Strategy to inform and set appropriate to supply as much of the airport’s and respond to views and opinions targets for our expansion application current and future power as possible about its design and construction • Minimise and, where necessary, • Seek to capture, clean and re-use • Retain the existing main entrance mitigate potential significant adverse water for purposes such as aircraft into Wigmore Valley Park next to environmental impacts including washing and toilet flushing Wigmore Pavilion accessibility, air quality, noise, climate change, landscape and ecology, and • Submit a full Transport Assessment • Explore the potential for community archaeology and heritage and Travel Plan with our expansion stewardship of the new park application to set out our approach • Seek opportunities for • Seek to ensure that work is phased to transport environmental enhancement, in so that access to open space can be addition to necessary mitigation, • Optimise opportunities to travel to maintained for the public at all times where appropriate the airport by public and sustainable • Negotiate with landowners for the transport, including rail, buses and voluntary acquisition of any required coaches, walking and cycling land or rights
MANAGING THE IMPACTS 73
06 NEXT STEPS NEXT STEPS
Supporting documents What do you think? How you can How we will use your feedback? Contact us respond to this consultation This document summarises what we have done since we launched our All feedback and comments provided We are keen to hear from you about Should you require any further ‘Vision for Sustainable Growth will be very carefully considered for the the proposals and encourage you to information about our proposals, or 2020-2050’ and seeks your feedback. future expansion of LTN, and will help comment on them. advice on how you can submit your us shape our proposals. feedback, or to request copies of the The documents for this consultation We will collate and consider all the documents, you can contact us by: comprise: You can provide your comments and feedback and comments received. feedback in a number of ways: Email: [email protected] • ‘At a Glance’ summary They will be analysed to help the document – an overview of Complete a feedback form, available project team as they examine the Write to us at: our consultation document on request or at: proposals further following the FREEPOST FUTURE LUTON LLAL ten-week consultation period. • Consultation document Online: visit our website: (this document) www.futureluton.llal.org.uk We will report back on how we have had regard to your responses. • Consultation feedback form Our exhibition events (see overleaf for details) • Sift reports 1 and 2 Email: [email protected] • Reference documents: ‘Vision for Sustainable Growth 2020-2050’ and Write to us at: Consultation feedback form Consultation deadline Draft Sustainability Strategy FREEPOST FUTURE LUTON LLAL Please fill out a feedback form The deadline for responding Please note that while all the which will help us with our to this consultation is 5pm on feedback we receive by the deadline expansion plans. Friday 31 August 2018. will be recorded and considered, we will not be able to respond to individual comments.
NEXT STEPS 76 FIND OUT MORE
You can access information about Date Time Location these proposals in a number of ways:
Tuesday 10 July 14:00 - 20:00 Oaklands College, The Campus, Welwyn Garden City AL8 6AH Visit our project website Wednesday 11 July 14:00 - 20:00 Eaton Bray Village Hall, Church Lane, Eaton Bray, Dunstable LU6 2DJ You can visit our project website, where you can view the proposals and Friday 13 July 14:00 - 20:00 Jubilee Centre, Catherine Street, St Albans AL3 5BU fill out and submit your feedback via our online consultation feedback form: Monday 16 July 14:00 - 20:00 Hitchin Town Hall, Brand Street SG5 1HX www.futureluton.llal.org.uk Tuesday 17 July 14:00 - 20:00 The Old Town Hall, High Street, Hemel Hempstead HP1 3AE
Visit one of our consultation events Wednesday 18 July 14:00 - 20:00 Southdown Room, Harpenden Public Halls, Southdown Road, Harpenden AL5 1PD
We will be holding a number of Saturday 21 July 13:30 - 17:00 Raynham Community Centre, 66 Eaton Green Road, Luton LU2 9JE consultation events at venues in and around Luton and in the surrounding Monday 23 July 14:00 - 20:00 Ellen Terry Room, Stevenage Arts and Leisure Centre, Lytton Way, Stevenage SG1 1LZ three counties throughout the ten-week consultation period. Wednesday 25 July 16:00 - 20:00 Mead Hall, East Lane, Wheathampstead, St Albans AL4 8BP
Members of the project team will be Thursday 26 July 14:00 - 20:00 The Incuba, 1 Brewers Hill Road, Dunstable LU6 1AA available to answer any questions you may have. Friday 27 July 14:00 - 20:00 Breachwood Green Village Hall, Chapel Road, Hitchin SG4 8NX
Saturday 28 July 13:00 - 16:30 Flamstead Village Hall, Church Road, St Albans AL3 8BN What happens next? Monday 30 July 14:00 - 20:00 Stockwood Discovery Centre, London Road, Luton LU1 4LX Following the end of this consultation, we will review and analyse carefully Tuesday 31 July 16:00 - 20:00 Pitstone Memorial Hall, Vicarage Road, Pitstone, Leighton Buzzard LU7 9EY Date added all the feedback provided, which we will take into account as we develop Wednesday 1 August 14:00 - 20:00 Caddington Sports and Social Club, Manor Road, Caddington Luton LU1 4HH our plans. We plan to return in 2019 to consult again on our proposals. Thursday 2 August 16:00 - 20:00 Whitwell New Fellowship Hall, 9 Bendish Lane, Hitchin SG4 8HX
Saturday 4 August 12:00 - 16.30 Linslade Community Hall, Waterloo Road, Leighton Buzzard LU7 2NR
Wednesday 8 August 16:00 - 20:00 Nora Grace Hall, Faversham Close, Tring, HP23 5BA Date added
NEXT STEPS 77 VISIT ONE OF OUR DOCUMENT INSPECTION VENUES
We have provided copies of all the documents Opening times for this consultation at the following local venues: Mon Tues Wed Thu Fri Sat Sun Luton Council, Town Hall, George Street, 08:00 - 17:30 08:00 - 17:30 10:00 - 17:30 08:30 - 17:30 08:30 - 17:30 x x Luton LU1 2BQ Central Bedfordshire Council, Priory House, Monks Walk, 08:00 - 17:00 08:30 - 17:00 08:30 - 17:00 08:30 - 17:00 08:30 - 16:00 x x Chicksands, Shefford SG17 5TQ North Hertfordshire District Council, Council Offices, Gernon 09:00 - 17:00 09:00 - 17:00 09:00 - 17:00 09:00 - 17:00 09:00 - 17:00 x x Road, Letchworth Garden City SG6 3JF Hertfordshire County Council, County Hall, Pegs Lane, 08:00 - 17:30 08:00 - 17:30 08:00 - 17:30 08:00 - 17:30 08:00 - 17:30 x x Hertford SG13 8DQ Luton Central Library, St George’s Square, Luton LU1 2NG 11:00 - 19:00 09:00 - 19:00 09:00 - 19:00 09:00 - 19:00 09:00 - 17:00 09:30 - 17:00 11:00 - 17:00
St Albans Library, The Maltings, St Albans AL1 3JQ 10:00 - 18:00 10:00 - 19:00 10:00 - 18:00 10:00 - 18:00 10:00 - 18:00 10:00 - 17:00 12:00 - 16:00
Stevenage Library, Southgate, Stevenage SG1 1HD 10:00 - 18:00 10:00 - 18:00 10:00 - 18:00 10:00 - 18:00 10:00 - 18:00 10:00 - 17:00 12:00 - 16:00
Dunstable Library, Vernon Place, Dunstable LU5 4HA x 09:00 - 18:00 09:00 - 18:00 09:00 - 18:00 09:00 - 18:00 09:00 - 16:00 x
Hitchin Library, Paynes Park, Hitchin SG5 1EW 13:00 - 18:00 10:00 - 19:00 x 10:00 - 18:00 10:00 - 18:00 10:00 - 17:00 x
Stopsley Library, 598 Hitchin Road, Luton LU2 7UN 11:00 - 17:00 13:00 - 19:00 09:00 - 17:00 10:00 - 17:00 10:00 - 17:00 09:30 - 17:00 x
Leagrave Library, Marsh Road, Luton LU3 2NL 11:00 - 19:00 09:00 - 18:00 09:00 - 19:00 09:00 - 19:00 09:00 - 18:00 09:30 - 17:00 x
Harpenden Library, 27 High Street, Harpenden AL5 2RU 09:00 - 19:00 10:00 - 19:00 09:00 - 19:00 09:00 - 19:00 09:00 - 18:00 09:30 - 17:00 x
Welwyn Library, Civic Centre, Prospect Place, 14:00 - 18:00 14:00 - 18:00 14:00 - 18:00 x 14:00 - 18:00 09:00 - 13:00 x Welwyn AL6 9ER Hemel Hempstead Library, The Forum, Marlowes, 09:00 - 18:00 12:00 - 18:00 09:00 - 18:00 09:00 - 19:00 09:00 - 18:00 09:30 - 16:00 12:00 - 16:00 Hemel Hempstead HP1 1DN
NEXT STEPS 78 THE DCO PROCESS
Pre-application consultation is a key Mid 2018 Mid 2018 – mid 2019 Mid 2019 Mid – late 2019 part of the DCO process, and this is the first of two consultations we Non-Statutory Ongoing Statutory Consultation Further engagement are planning to hold. The second Consultation engagement and and feedback review Statutory consultation consultation is scheduled to take feedback review Initial round of public on the preferred Consideration of all place next year and will be a statutory consultation on the Project team reviews scheme. Supported comments provided consultation under the Planning Act emerging strategic responses to Non- by the draft detailed during consultation, 2008. The flowchart opposite is our masterplan options for Statutory Consultation, technical and leading to final design indicative timetable. making best use of the while continuing environmental changes to our As part of the DCO application, we existing runway in the dialogue with local assessments scheme. Finalisation of will compile a consultation report period up to 2050 to stakeholders, leading Environmental Impact explaining what consultation has been achieve 36-38 mppa to a preferred scheme Assessment undertaken prior to submitting the application, explaining how feedback We are here now has been taken account of and helped to inform the proposed development. You can read more about the DCO process on our website: Early 2021 Late 2020 Early – mid 2020 Late 2019 www.futureluton.llal.org.uk, and on Decision Recommendation Examination of Submission of DCO the Planning Inspectorate website: DCO application application for www.infrastructure. The decision will be Following the closure consent planninginspectorate.gov.uk made by the Secretary of the examination, the Following submission of State for Transport Inspector(s) makes a of the application, there After considering the recommendation to the is an opportunity to preferred scheme Secretary of State for make representations statutory consultation Transport about it to the Planning responses, and Inspectorate, who will concluding our technical handle the examination work, the final scheme of the application. will be prepared and Includes an opportunity submitted as a DCO to make written application to the submissions and Planning Inspectorate attend hearings
NEXT STEPS 79 OTHER ASSESSMENTS
Alongside the consultation we are 3. A Preliminary Environmental Based on the nature of the project and the local environment, undertaking, we are committed to Information Report will be the scoping assessment is likely to include the following subjects: carrying out a full Environmental prepared, taking on board the Impact Assessment in line with scoping opinion and describing relevant legislation and as an integral the findings of the assessment so part of the DCO process. This will far. This will be submitted to PINS, enable us to assess and understand local authorities and statutory the likely environmental impacts environmental bodies, and be Noise Air quality Biodiversity of our expansion plans. To inform publicly available for feedback, this assessment and consult on the as part of the statutory process and findings, there are four consultation process in 2019 key stages proposed: 4. An Environmental Statement 1. Baseline data gathering, such as will be prepared, taking on Greenhouse gases Climate change Health and community existing information and surveys board feedback, describing the including ecology, noise, air findings of the assessment and quality, agricultural land quality and will be submitted as part of the heritage surveys application. It will describe the significant impacts identified by 2. A scoping exercise: the proposed the assessment; however, the scope and methodology for the transport planning, sustainability Socio-economics Landscape and visual Agriculture assessment will be described in and environment teams are a scoping report and submitted working with the design teams to the Planning Inspectorate from the outset to embed (PINS). This will be reviewed by sustainable development principles local authorities and statutory into the project. The design will environmental bodies to give seek to avoid, reduce and minimise a scoping opinion, and be impacts where practicable, and Cultural heritage Major accidents Water resources publicly available appropriate mitigation measures will be adopted where identified
Soils and geology Waste and resources Traffic and transport
NEXT STEPS 80 TRANSPORT ASSESSMENT AND TRAVEL PLAN
We will submit a Transport We will engage with key stakeholders Assessment (TA) as part of this to develop our approach, ensure key DCO application and it will set out input data, parameters and tools are our approach to transport including acceptable, and discuss the approach sustainable travel. This will set to the Travel Plan and sustainable out transport issues related to the travel measures. expanded airport, identify measures In addition to this, we will provide to deal with anticipated transport input into the Environmental Impact impacts, and aim to improve Assessment, including air and noise. accessibility and safety for all modes of travel. This will be part of our work The key contents of these surface on our surface access strategy. access documents will be discussed with key statutory stakeholders, and Before starting work on the TA, the documents will set out our overall a scoping transport assessment strategy and provide details of how document will be prepared initially that strategy will be achieved in a to identify key technical parameters, phased manner. which will include tools to be applied in the assessments and the hours to It is important to note that these be assessed. This approach will allow documents will run in parallel with us to identify all basic technical details LLAOL’s Surface Access Strategy that that will underpin our analysis as the normally runs in five-year periods (the project develops further. last published strategy was 2012-2017). A Travel Plan, which is a long-term management strategy that integrates proposals for sustainable travel, will also be provided to support the TA. The Travel Plan will set out measures to promote and encourage sustainable transport.
Current rail to airport shuttle link
NEXT STEPS 81
07 GLOSSARY GLOSSARY
Air Quality Management Areas Apron Climate Change Act CTA – Central Terminal Area Local councils in the UK monitor The apron is the name for the area of A piece of legislation passed by The CTA encompasses the public air quality in their areas, and may the airport where aircraft are parked, Parliament in 2008 to set greenhouse areas in the immediate vicinity of the designate certain places identified as refuelled, loaded and unloaded, and gas reduction targets and encourage airport terminal and includes access to having concerns with air quality as Air boarded by passengers. These parking the UK to become a low-carbon and from the arrivals and departures Quality Management Areas with plans positions are called aircraft stands. economy. The UK set a target to terminal and associated buildings, the for improving the air quality. Luton has Bartlett Square reduce emissions by 80 per cent transport interchange, and the short- a number of these to help address the by 2050, although with the increased term car park. A proposed 2.5 acres of commercial impacts of road traffic on the M1. international urgency to tackle climate Luton DART – Direct Air-Rail Transit development off Kimpton Road, next Airside change, this goal may increase. to Luton Airport Parkway station. Aviation has its part to play in reaching Luton DART will be a new The area of the airport that is within its CAA – Civil Aviation Authority these targets. fully-automated transport system, passport and security checks. approximately 2.1km in length, to Compulsory acquisition The statutory body in the UK that Airside infrastructure area move passengers between Luton oversees and regulates all aspects of The process by which land can be Airport Parkway station and the All infrastructure related to handling civil aviation. acquired at a fair price for important airport terminal. The system is aircraft movements, such as the Century Park developments such as infrastructure of scheduled to become operational runway, aircraft parking, and taxiways. national importance. by 2021. An undeveloped site adjacent to LTN CPAR – Century Park Access Road DCO – Development Consent Order that is identified as a major site for employment development within Luton A proposed new road around the A Development Consent Order is the Council’s Local Plan. It was acquired airport to support our proposed way that developments categorised by LLAL in 2015. development at New Century Park. as Nationally Significant Infrastructure Projects (NSIPs) are given planning permission. Rather than the application being considered by the local council, it will be examined by the Planning Inspectorate and the decision made by the relevant Secretary of State.
GLOSSARY 84 GLOSSARY
Department for Transport (DfT) GVA – Gross value added LIF – Luton Investment Framework London Luton Airport Enterprise Zone The Department for Transport is the The measure of goods and services A 20-year plan by Luton Council and its Government department responsible produced in an area. partners to secure £1.5bn investment in Enterprise Zones are designated for the transport network in England Indirect jobs the town and create thousands of new areas across England that provide and Wales, including airports and jobs for local people. Government support to businesses Employment supported in the supply civil aviation. It will ultimately be the LLAL – London Luton Airport Limited who locate there as part of the Secretary of State of this department chain to the direct impacts. Government’s wider industrial strategy who will make the decision on the Induced jobs The company that owns LTN. Its to enable local economic growth. application to expand LTN. sole shareholder is Luton Council. The London Luton Enterprise Zone is Employment supported by the Its board of directors is appointed by Direct jobs adjacent to LTN. expenditure of the wages and Luton Council, and comprises elected LTN – Luton Airport Employment supported by salaries earned in the direct and councillors with two advisory members. indirect impacts. organisations directly involved in the LLAOL – London Luton Airport London Luton Airport is commonly provision of air transport services on- Landside Operations Ltd abbreviated to LTN because this is site at the airport. its code from the International Air The landside part of the airport is the The company that manages and EIA – Environmental Impact Transport Association. area open to the general public without operates LTN on a concessionary Assessment security checks, including the check- basis until 2031. in and ticketing desks and terminal The law requires large development Local Plan projects to carry out an assessment entrance. Once passengers have of the effect it will have on the passed through security, they A local plan sets out local planning environment, allowing suitable are in the airside part of the airport. policies and identifies how land is mitigation measures to be proposed LBC – Luton Borough Council used, determining what will be built and informing decision-makers on where. They are drawn up by local the full impact. London Luton Airport sits within the councils in consultation with the boundaries of Luton Council, a unitary public. Luton’s Local Plan was set by GHG – Greenhouse gases authority. The Council is the sole Luton Council in 2017, and covers the Greenhouse gases are those, like shareholder of LLAL. period up to 2031. carbon dioxide, methane, and nitrous oxide, which contribute to trapping heat in the Earth’s atmosphere and cause global climate change.
GLOSSARY 85 GLOSSARY
µg/m3 New Century Park Non-Statutory Consultation PINS – Planning Inspectorate A unit of concentration of an air Land on Wigmore Valley Park, Non-Statutory Consultation is the first The Planning Inspectorate is an pollutant (e.g. nitrogen dioxide) given adjacent to LTN, was identified part of the consultation that LLAL is executive agency of Government, in micrograms (one-millionth of a gram) in Luton Council’s Local Plan undertaking. This stage will introduce which examines and makes per cubic metre of air. as a strategic location for new people to the options for expansion recommendations to Government mppa – million passengers per annum employment development. Plans and gather initial feedback to inform ministers making decisions on for road improvement and a new how plans and designs evolve. large infrastructure projects like The number of aeroplane passengers commercial development, including This will be followed by Statutory airport expansion. passing through the airport each year. office buildings, a hotel and car Consultation – the consultation with Priority habitats LLAL expects this to grow from 16 to parking, have been submitted, and communities and technical bodies that up to 36-38 mppa by the early 2040s. will be decided locally by the planning is required under law. Describes a range of habitats listed under Habitats and Species NATS – National Air Traffic Services authority. NSIP – Nationally Significant of Principal Importance for the NPPF – National Planning Policy Infrastructure Project The main air traffic control provider conservation of biodiversity in England Framework in the UK. Air traffic controllers working Nationally Significant Infrastructure under the provisions of Section 41 of for NATS provide en-route flight This is the document that sets out the Projects (NSIPs) are large-scale the Natural Environment and Rural information and air traffic services Government’s planning policies for developments relating to energy, Communities (NERC) Act 2006. These to 14 UK airports, including LTN. England and how they are expected transport, water or waste. They include all the habitats in England that to be applied by local councils when recognise that both the impacts and were identified as requiring action in they write local planning policies and benefits of certain developments can the UK Biodiversity Action Plan (UK decide planning applications. cover a much larger area than a local BAP), which continue to be regarded planning authority, and so they are as conservation priorities in the granted development consent by the subsequent UK Post-2010 relevant Secretary of State. Biodiversity Framework. Project Curium A £160m redevelopment programme to improve and increase airport infrastructure and facilities to allow capacity at LTN up to 18 mppa.
GLOSSARY 86 GLOSSARY
Public rights of way SoCC – Statement of Transport Assessment (TA) Community Consultation Refers to paths on which the public Transport Assessments are thorough have a legally protected right of way, An infrastructure project that intends to evaluations of the transport including footpaths and bridleways. apply for permission through the DCO implications of development, carried SEMLEP – South-East Midlands process must produce a Statement out by technical specialists. They set Local Enterprise Partnership of Community Consultation prior to targets and identify opportunities to the process of statutory consultation. deliver sustainable transport options. Local enterprise partnerships (LEPs) This describes how the promoter or Travel Plan are voluntary partnerships between developer proposes to consult the local authorities and businesses, local community about the proposals, A management strategy encouraging to encourage local economic and is produced in consultation with sustainable transport to and from development and bid for the local authority. the airport, by passengers, staff Government funding. SEMLEP and deliveries. Taxiing comprises the four unitary authorities Vision for Sustainable Growth of Bedford, Central Bedfordshire, When aircraft are moving along the 2020-2050 Luton and Milton Keynes, together ground, this is called taxiing or to taxi. LLAL produced its vision for the with the district councils of Aylesbury Taxiway Vale, Cherwell, Corby, Daventry, airport, titled ‘Vision for Sustainable Kettering, Northampton and The taxiway is the path for aircraft to Growth 2020-2050’, to outline why South Northamptonshire. move between the apron, where they LTN should make better use of its load passengers, to the runway, where runway while being environmentally Surface access they take-off. and socially responsible and a This refers to all the journeys that Terminal good neighbour to surrounding passengers take to get to and from the communities. This Vision was the first airport, be that by car, coach, public The terminal is the airport building step in the process represented by the transport, bike or on foot. where passengers purchase tickets, rest of this document. transfer luggage, go through security, and access aeroplanes via gates.
GLOSSARY 87
APPENDICES CURRENT AND PROPOSED PROJECTS
London Luton Airport Enterprise Zone The London Luton Airport Enterprise Zone, current and proposed projects LLAL and Luton Council are delighted that a number of other transformational projects are under construction or planned in and around the London Luton Airport Enterprise Zone, which New Century Park further represent our commitment to the future of LTN.
Details of these schemes are Airport Business Park contained on the following pages.
Century Park Project Curium
Century Park Access Road LTN
Bartlett Square
DART
APPENDICES 90 IMPROVING THE PASSENGER EXPERIENCE AND RAIL ACCESS
Luton DART The Luton DART will create 500 construction jobs over its 40-month LLAL and Luton Council are delighted construction period, including 34 to have started work on the state-of- apprentices. In the long-term there the-art Luton DART (Direct Air-Rail will be 25 full-time jobs to operate the Transit), which will transform access system and provide customer services. to LTN from the national rail network, Local supply chain partners are being and will enhance our public transport used to support investment in the area, offer. This will replace the bus service and local people are at the forefront that currently connects Luton Airport of the job opportunities that are being Parkway railway station and LTN, created. This project will improve the and this seamless journey will take passenger experience and help to just three minutes. Furthermore, encourage more people to arrive at the it is more energy efficient and airport by rail. environmentally friendly. LLAL knows there is increasing Work on this cable-driven system demand for LTN, and initiatives that started in early 2018, and is due improve public transport accessibility to complete in spring 2021. It will CGI showing the Luton DART terminal like the Luton DART will help increase be capable of handling over 2,000 demand further. We support the passengers each way per hour and Government’s aspiration to see the ensure that the target journey time number of journeys made to airports from central London to the terminal is by sustainable modes of transport 30 minutes by the fastest train, and maximised, and for our passenger to the departure gate in less than an experience to be improved.We are hour, far quicker than any of the other investing £225m in the Luton DART main London airports. As such, LLAL project in order to improve the and the Council believe it will make a passenger experience: to reduce the major contribution towards the airport travel time for passengers using rail to reaching its target of 40 per cent of get to LTN; to increase the proportion passengers using public transport at of passengers arriving at LTN by rail; the capacity of 18 mppa. and to decrease the impact on the environment of travel to LTN.
Artist’s impression of the Luton DART
APPENDICES 91 NEW JOBS AND ECONOMIC GROWTH
Bartlett Square We have consulted on and now applied for planning permission for a commercial development on Bartlett Square (next to Luton Airport Parkway station and the Luton DART terminal). This comprises a hotel and office buildings with an associated multi- storey car park and public realm. This will bring this vacant, previously- used industrial site back into use, maximising the opportunity afforded by its proximity to the mainline station and airport. It will provide much- needed jobs and economic activity at a high-profile and prestigious gateway to the town. The planning application for Bartlett Square will be determined by Luton Council.
Computer-generated image showing how Bartlett Square will look
APPENDICES 92 NEW JOBS AND ECONOMIC GROWTH
New Century Park Future phases will comprise the development of high-quality We have consulted on and now commercial and office buildings, a applied for planning permission hotel, car parking and new public realm. for a mixed-use commercial development on Wigmore Valley A key part of the New Century Park Park, known as New Century Park. proposal is the construction of a new This exciting development provides access road which will be built to serve the opportunity for Luton to deliver the proposed development, as well over 3,000 new jobs, new investment as helping to alleviate existing traffic and infrastructure. The scheme is an during peak periods. evolution of previously unsuccessful New Century Park is an important attempts to deliver new employment project in its own right and is being uses adjacent to the airport on a parcel brought forward as part of Luton of land known as Century Park – which Council’s Investment Framework has been allocated in the Luton Local for Luton. The project has been in Plan for employment uses for over development for several years and is a 20 years and, despite achieving key part of delivering on the Enterprise planning permission, has not Zone within the Strategic Airport been delivered. Allocation in the Local Plan. The New Century Park scheme will The planning application for New involve the provision of a new public Century Park will be determined by park and amenities on the Century Luton Council. Park allocation in order to mitigate the loss of part of the existing Wigmore Valley Park – which is to be used to deliver the commercial development. The first phase of this development involves the creation of the new park and facilities, along with the construction of the new dual carriageway through the current airport business park.
Artist’s impression of New Century Park
APPENDICES 93 NEW JOBS AND ECONOMIC GROWTH
The proposed New Century Park layout, including the new access road, has and will continue to be used to help inform the early masterplan work on the airport expansion proposals. There are certain solutions for the airport expansion which would require greater coordination with the New Century Park proposals. Depending upon which layout option is taken forward, it is anticipated that the DCO application for expanding the airport would need to include land associated with the New Century Park and access road proposals. This is to ensure that the interface between the proposals could be effectively managed, and to allow for any future modifications that would be needed to accommodate expansion of the airport. In the event that consent for New Century Park and the access road is not granted by Luton Council, it is expected that a new access road would be included as part of a DCO application for expansion options to the north side of the airport, and potentially other elements of the New Century Park development.
Proposed layout of New Century Park
APPENDICES 94 THE OPERATOR’S CURRENT TRANSFORMATION PROGRAMME
Project Curium LLAOL is currently undertaking a £160m redevelopment programme known as ‘Project Curium’ to improve and increase airport infrastructure and terminal facilities to enable passenger growth to 18 mppa, which is nearing completion. This has involved: reconfiguration of the terminal; enlargement of the departure lounge; a new pier allowing direct access to aircraft; new aircraft stands; new taxiways; the development of a multi-storey car park in the terminal area; improved pick-up/drop off-zone, road access and an increased choice of shops, restaurants and bars with 30 new stores due to open by the end of 2018.
CGI showing Project Curium completion
APPENDICES 95 FLIGHTPATH – WESTERLY ROUTES 2016
Letchworth
Hitchin
Leighton Buzzard Stevenage Houghton Regis
Dunstable Luton LTN
Welwyn Harpenden Ware Welwyn Garden City Tring Hertford
Hatfield Berkhamsted Hemel Hempstead St Albans
(Source: LLAOL)
APPENDICES 96 FLIGHTPATH – EASTERLY ROUTES 2016
Letchworth
Hitchin
Leighton Buzzard Houghton Regis Stevenage
Dunstable Luton LTN
Welwyn Harpenden Ware Welwyn Garden City Tring Hertford
Hatfield Berkhamsted Hemel Hempstead St Albans
(Source: LLAOL)
APPENDICES 97
Registered in England and Wales no. 02020381. Registered Office: London Luton Airport Limited, Hart House Business Centre, Kimpton Road, Luton LU2 0LA How to contact us: Email: [email protected] www.llal.org.uk Write to us: FREEPOST FUTURE LUTON LLAL London Luton Airport Ltd www.futureluton.llal.org.uk @LLA _Ltd