filton airfield aviation options report bae systems september 2011 filton airfield aviation options report bae systems september 2011

© Terence O’Rourke Ltd 2011. All rights reserved. No part of this document may be reproduced in any form or stored in a retrieval system without the prior written consent of the copyright holder.

All figures (unless otherwise stated) © Terence O’Rourke Ltd 2011. Based upon the 2011 Ordnance Survey mapping with the permission of the Ordnance Survey on behalf of Her Majesty’s Stationery Office © Crown Copyright Terence O’Rourke Ltd Licence number AL100017826. filton airfield aviation options report bae systems september 2011

Contents

1 Non-technical summary

2 iNtroduction

3 tHe West of aerospace industry

4 Current use

5 reasons for review

6 aLternative aviation options evaluated

7 future prospects of the West of England aerospace industry and redevelopment opportunities

8 Conclusion filton airfield aviation options report bae systems september 2011

4 filton airfield aviation options report bae systems september 2011

non-technical 01 summary 1.1 In April 2011, BAE Systems issued on Filton Airfield in June 2011 and held a a statement on the forthcoming closure of public consultation event inviting comment the at Filton Airfield. The decision on how it proposed to handle the airfield by BAE Systems to close the airfield has within the core strategy. The core strategy not been made lightly, but has been taken has been delayed to allow the council following a comprehensive review over a to undertake further work on green belt five plus year period and in consultation review, housing land requirements and with leading members of the aerospace Filton Airfield in line with the Examination industry at Filton. In reaching its decision in Public (EiP) Inspector’s comments. BAE BAE Systems has continued to examine Systems is currently working to provide an the need for runway retention and other evidence base to the council to inform its aviation based options that could provide decision making process and the progress the necessary level of income to keep of the core strategy. Public consultation on the runway operational. It has robustly the core strategy changes will be held in explored all options, sought the advice December 2011 – January 2012. of professional consultants and acted in a responsible manner in reaching its decision. What has prompted BAE Systems to review the operation of the airfield? 1.2 Filton Airfield is privately owned and operated by BAE Systems. With the A. The airfield is unviable – exception of the listed hangars the airfield because of a decrease in users, is not protected in any way. There are no maintenance flights, and other legal covenants in place that prevent the aircraft movements airfield from closing, neither is an Act of Parliament required. The airfield is a private 1.5 Over the past decade, aircraft land asset. movements at Filton have decreased by over 27%. This has largely been driven Planning context by a reduction in demand, maintenance flights and a simultaneous decrease in the 1.3 The planning framework for future number of airfield users. development in South Gloucestershire is currently being established by the council 1.6 The maintenance sector, which through the emerging core strategy. The previously generated good income from core strategy is an important document landing fees, is no longer operational as it sets out the council’s spatial vision at Filton because of a lack of demand. and objectives, core planning policies and Historically BAE Systems operated a proposals up to 2026. This document is maintenance business which included at an advanced stage and was submitted VC10’s and conversion of A300 aircraft to the Secretary of State on the 24 March to freighters. This finished in 2002. By 2011 for independent examination. 2009 aircraft movements relating to the maintenance businesses of MK Airlines 1.4 Whilst the unfortunate timing of the and Air Livery had significantly reduced. closure announcement is acknowledged, MK Airlines went into liquidation in 2010 the future of the airfield site is a matter and Air Livery left Filton in 2009 based that the core strategy will need to address. on an independent commercial decision. The council produced a position statement The benefits of basing their business at a commercial airfield (),

5 filton airfield aviation options report bae systems september 2011

eliminating the need for ‘dead leg’ flights, the runway is no longer an essential was a significant factor in Air Livery’s requirement. Airbus currently only operates decision to leave the airfield and has been a limited number of staff and equipment a key constraint in attracting new users. movements associated with its existing business operations. The staff movements 1.7 Rolls-Royce has through are chiefly limited to an air bridge service independent review and because of to transport Airbus employees between changes in its own business operation, Filton, Chester (Broughton) and Toulouse. made decisions to cease all use of the Currently these flights are as shown in the airfield. With the exception of the heritage table. trust centre, Rolls-Royce has not used the airfield for commercial operations since the Flights from Broughton Toulouse early 1990s. The runway no longer forms Filton to: an integral part of its business operations, Monday 1 3 and its current and future business plans Tuesday 2 2 do not require the use of the runway to Wednesday 3 2 successfully operate and grow. In addition, Thursday 3 2 PrivatAir, Eastern Airways, MNG, Titan, Friday 1 1 Highland Airways and Universal have all ceased aircraft movements at Filton. 1.11 BAE Systems also currently 1.8 Royal Mail has never used the operates a shuttle from Filton to Barrow runway on a permanent basis. It was comprising two flights a day on Monday accommodated on a temporary basis and Wednesday, three flights on Tuesday at Filton for a number of months in and Thursday and one on a Friday. The 1994/1995 and again in 2007/2008 whilst additional BAE Systems corporate air runway maintenance was ongoing at travel shuttle ceased in 2009. . Operations were returned to Bristol Airport. Royal Mail flights from 1.12 The annual operating costs of Bristol Airport have since ceased. The Filton Airfield are primarily fixed costs. Filton runway has never formed a integral Users of the airfield contribute, through part of its business operation, and its landing fees and lease agreements, current and future business plans do not although their contribution is minimal require the use of the runway. compared to that of Airbus. Together these income streams do not cover the 1.9 Whilst the aviation school and club total operating costs of the runway and the based at the runway continue to use the airfield has been making a significant loss airfield for training / private flights and there over the last 10 years. are some limited private business flights, their contribution through landing fees and 1.13 BAE Systems is a public limited lease agreements to the operational costs company accountable to its shareholders of the airfield is minimal. and sustaining this poor financial position is unviable and unacceptable to the 1.10 Airbus is now the only significant company. industrial user of the airfield. Aircraft movements by Airbus have decreased over the last decade and its business operation has changed, meaning

6 filton airfield aviation options report bae systems september 2011

B. The runway no longer being worked on for alternative ways to occupies an essential role in the move Airbus people and parts. The future business operations of its key of the Airfield beyond 2012 is entirely at users the discretion of the freehold owner, BAE Systems. 1.14 BAE Systems fully supports the Filton aerospace cluster as a world Airbus is fully committed to Filton – this centre of excellence for the aerospace is the case now and will remain the case industry, supporting high value, skilled as clearly demonstrated by the recent engineering and manufacturing jobs. decision to build a multi million pound Airbus is a recognised world leader within business park at Filton and the continued the aerospace cluster and BAE Systems investment in state of the art facilities has given assurances that no decision such as the A350XWB Landing Gear Test regarding the runway would impact Facility. significantly on the Airbus business. Airbus is putting into place a range of 1.15 Both companies have regularly mitigation measures to ensure that the discussed the future of the runway in closure of the airfield does not affect its recent years and, having agreed that it was business in any significant way.” not financially viable to continue operating the airfield, announced in April 2011 that C. Inability to attract sufficient the runway will close. This was a mutual new business decision by the owner/landlord BAE Systems and the prime user and customer 1.18 In the face of continued decline in Airbus. airfield business (i.e. aircraft movements) from existing customers and users, BAE 1.16 Sufficient time has been allowed Systems has spent 10 years working to for Airbus to prepare for the closure, stem this decline by generating more ensuring a smooth transition as it puts in business from existing users and seeking place a range of mitigation measures to to attract new customers to offset a ensure its business is not affected in any greater proportion of airfield operating significant way. costs and increase its viability.

1.17 Airbus has repeatedly re-stated this 1.19 BAE Systems has been in position publicly. This is reiterated again in conversation with a variety of operators, its statement below: particularly aircraft maintenance/conversion operators to try to attract business to “BAE Systems, as the landlord of Filton Filton. However the marketing of the site, decided together with Airbus, as a airfield has been significantly constrained key customer, that the continued operation by the airfield’s planning use restrictions, of Filton Airfield was unsustainable. It was which striclty limit airfield operations. agreed that it was not financially viable to continue operating the Airfield. 1.20 A variety of marketing measures have been employed, together with A decision was reached to close the the introduction of incentives, and the Airfield at the end 2012, thus giving Airbus implementation of an airfield modernisation more than one and a half years to prepare and refurbishment programme. Contrary for closure. Various scenarios are now to some public claims, BAE Systems has

7 filton airfield aviation options report bae systems september 2011

continued to invest in the airfield and has magnitude of the decision and to ensure not left it to decline. no realistic option was left unexplored, BAE Systems sought independent professional 1.21 A comparison of landing and advice from aviation specialist Mott navigation and parking charges at Filton MacDonald in order to inform its decision with those at similar local and regional making. As a leading authority in this type airports including Bristol Airport, Kemble, of aviation research and evaluation, Mott Cardiff and MacDonald examined the opportunities for (Staverton) demonstrates that Filton offers a range of aviation-related development competitive rates to customers. It is at the airfield site and provided detailed therefore not the case that BAE Systems assessments; advising the company on its has priced Filton Airfield out of the market. future options so that BAE Systems could be confident of approaching decisions on 1.22 These marketing activities have the future of Filton Airfield in an exacting had only limited success failing to stem the and responsible manner. decline in usage and users and failing to attract sufficient new business, leading to 1.27 The Mott MacDonald work the airfield becoming an unviable operation. examined six options including a low cost airport, air freight integrators, ad 1.23 Whilst BAE Systems has not hoc air freight, maintenance and training, actively marketed Filton runway as available continued use to support the aerospace for sale the aviation industry is clearly industry and a high cost passenger defined by trade bodies, networks and operation (business aviation). This work specialist media and the wider industry is has been reviewed and updated in 2011 aware of the airfield’s impending closure. to confirm that the findings remain sound There has been little commercial interest and review additional options including from other operators or potential users helicopter services. in either its acquisition or operation. The nature of the aviation business is such 1.28 Both the 2006-2007 work and that had commercial interest existed this the 2011 update concluded that, from a would have been brought to BAE Systems’ planning and environmental perspective, attention. the establishment of a commercial airport at Filton is not achievable. This is a result 1.24 Consequently, for a considerable of the planning history of the site and the period of time, BAE Systems has, both precedent of the 1996 dismissed appeal independently and in discussion with for a commercial airport, together with the Airbus, been examining the future of the level of residential development that has runway. taken place close to the site in the last 15 years. This makes the establishment of a D. Alternative aviation options commercial airport unachievable, given the explored airfield’s proximity to residential dwellings and implications with respect to noise, 1.25 Alongside its efforts to attract local amenity, environmental and transport new users, the decline in airfield use has impacts. In addition the Future of Air required BAE Systems to explore a range of Transport White Paper indicates a clear alternative aviation and non-aviation options preference for Bristol Airport to provide for for the runway area of the Filton site. future airport growth in Bristol.

1.26 In 2006, in recognition of the 1.29 Ad hoc air freight, air freight

8 filton airfield aviation options report bae systems september 2011

integrators and business aviation (in of the aerospace industry in the region. the form of a high cost passenger The closure of the airfield is unopposed operation) have been discounted as a by the aerospace industry and industry result of economic viability and planning representatives have confirmed that constraints. The noise and disturbance to the closure will neither impact jobs nor residential properties from aircraft and HGV prejudice the ability of the aerospace activity would also be unacceptable in sector to attract new manufacturing, terms of a freight operation. engineering research and design business to the cluster in the future. 1.30 From review of all the aviation options Mott MacDonald has been unable 1.34 This claim is supported by change to generate a substantive case for keeping and developments within the aerospace the runway in operation. industry which have meant there is no longer a functional requirement for the runway as a centre for aviation testing, Why the closure of a function it has historically held. As the runway will not confirmed by the actions of Airbus and be detrimental to the existing and future Rolls-Royce the airfield is now essentially prosperity of the Bristol surplus to business operations. aerospace sector 1.35 Rolls-Royce supported the 1.31 Throughout the past decade, the closure of the airfield in its response to the runway has been available for the use council’s Filton Airfield Position Statement. of the local, regional and international It has highlighted the benefits that the aerospace industry. The aerospace sector relaxation of aviation constraints will have in the Bristol area and the wider sub-region on widening the development potential of is strong and has continued to grow and the employment cluster and acknowledged develop. However, the use of the airfield the contribution to regeneration which can has consistently declined, with Airbus be made through the redevelopment of the having now also confirmed the runway is airfield. not a critical element as part of its future operation and potential growth. Summary 1.32 BAE Systems has been in discussions with other aerospace industry 1.36 The reasons for review of the leaders in the local area and there is no airfield and the subsequent decision to evidence to suggest that the availability close the airfield can be summarised as of the runway at Filton is required for follows: their continuing success, nor that the closure will have a negative impact on • the airfield has been loss-making over the prospects for ongoing aviation- the last decade related employment in the area. With • the number of aircraft movements and the exception of Airbus there is no other users has decreased over the last ten aerospace business that commercially years, such that it is no longer viable uses the runway as part of its business • there is no demand for the existing operation. use of the runway – the intentions of the existing runway users have been 1.33 Filton Airfield is no longer an explored integral and strategic part of the success

9 filton airfield aviation options report bae systems september 2011

• there has been little commercial interest with the LEP to develop a strong vision from other operators despite the best and strategic objectives for the Enterprise marketing efforts of BAE Systems over Area to encourage further engineering and the last decade. Marketing of the airfield manufacturing jobs to Filton and strengthen has been significantly constrained by the this world-leading sector. airfield’s planning use restrictions • alternative aviation options have been 1.39 BAE Systems, together with explored – no clear evidence of demand Airbus, is committed to the strong to make the ongoing operation of the economic performance of the Filton area in airfield viable, taking into consideration the future. It is confident that working with commercial, environmental (including these partners will identify employment planning), and practical considerations proposals that will be significantly more valuable to the Filton area than the continued operation of the runway. Opportunities offered by redevelopment 1.40 The then Secretaries of State for Environment and Transport in dismissing 1.37 Redevelopment offers the BAE Systems’ appeal in 1996 for a opportunity to enhance the world leading commercial airport at Filton noted that: aerospace cluster at Filton and in doing so will support and complement the “In terms of likely job creation, the existing high value, skilled, engineering and Secretaries of State have had regard to manufacturing jobs through the provision the past success of the local planning of employment land to support and authority in securing inward investment enhance the existing cluster. BAE Systems in their district and to their continuing is in discussion with aerospace industry aspirations for further job creation through leaders in the local area, including Airbus the development plan process. On the and Rolls-Royce and there is no evidence basis of the evidence before them, the that the presence of the runway at Filton Secretaries of State do not consider is a requirement for the infrastructure that the likely employment gains arising supporting the sector. from the proposed development (Filton Commercial Airport), whether direct or 1.38 BAE Systems is reviewing future indirect, would be significant in comparison employment uses and potential economic with the far greater number of jobs that and training activities at the airfield site, would arise from commercial/business use in collaboration with key stakeholders of the appeal site...” including representatives of the aerospace and aviation industry sector, South Extracted from correspondence dated 22 Gloucestershire Council, Bristol City Council, March 1996 from Peter Girling, Deputy UWE, the West of England Local Enterprise Director, Government Office of the South Partnership, the Science Park and other West, Bristol to the legal representatives of stakeholders with an interest in the BAE Systems. (Items 29, page 10). emerging Enterprise Area. The Enterprise Area would include the existing aerospace 1.41 Any future proposals for the site and employment cluster at Filton and will be accompanied by an economic could include a significant proportion of the impact report to ensure the economic airfield site focusing on employment uses. impact of the runway closure is fully BAE Systems is committed to working understood together with the economic

10 filton airfield aviation options report bae systems september 2011

and employment impact of the proposed to the site, working jointly with local development. Any master plan would also stakeholders to determine the balance ensure no conflict of interest between between delivering significant high quality, industry and residents. high value investment opportunities and an appropriate level of housing, including affordable housing, to deliver a sustainable BAE Systems is committed mix of land uses. to a proper strategic approach and joint working arrangements Preserving aviation heritage 1.42 BAE Systems has a considerable track record in regenerating and bringing 1.45 BAE Systems is committed to back into economic use redundant or supporting the proud aviation heritage surplus land holdings. These case studies of Filton and Concorde. Discussions are include a range of previous uses from ongoing with the Concorde Trust regarding large manufacturing facilities, airfields, support and onsite provision. agricultural land holdings and residential houses. Each case is unique but BAE Systems recognises in all cases the Protecting the interests need to engage with the local planning of the Great Western Air authorities, residents and local interest Ambulance and Western groups to ensure that the proposed Counties Air Operation development represents the best position (Police). for all stakeholders and ensures a sustainable future for the communities in 1.46 BAE Systems recognises the which they exist. importance of the Great Western Air Ambulance to Filton, and the critical role 1.43 The ongoing redevelopment of it plays in supporting emergency services the former ROF in Lancashire to the region. BAE Systems is working highlights a recent example of this. with the Great Western Air Ambulance There are currently in the order of 3,000 Service and the Police to understand their jobs on the site, more than at any time future needs. Whilst in a redevelopment since the 1960, and another 4,000 jobs scenario it is unlikely helicopter operations are anticipated once the development could remain at their existing location, is complete. This is something which BAE Systems is committed to working has been achieved within the context with these organisations to enable them to of a mixed use scheme which will also continue to operate from within the current deliver real amenity benefit to existing and airfield boundary. future residents as a part of a mixed use, sustainable community.

1.44 BAE Systems, assisted by its consultants, is currently undertaking appropriate analysis and research to gain a thorough understanding of the constraints and opportunities of the site to inform an emerging master plan. BAE Systems seeks to take a proper strategic approach

11 filton airfield aviation options report bae systems september 2011 02 introduction 2.1 In April 2011, BAE Systems issued 2.3 This is not the case, but BAE a statement on the forthcoming closure of Systems recognises the importance of the runway at Filton Airfield. This read: explaining, in some detail, the quite lengthy and comprehensive consideration that has been given to this over a number of years. “BAE SYSTEMS ANNOUNCES CLOSURE It also understands the need to explain OF FILTON AIRFIELD the reasons for the decision and provide information and evidence to justify these Following discussions with the main assertions. airfield user and the local authorities, BAE Systems has announced today that Filton 2.4 This report summarises options for airfield will close on 31 December 2012. the airfield which have been investigated over recent years and have led BAE Andrew Cheesman, Director, BAE Systems Systems to conclude that the runway is (Aviation Services) Ltd said: “This decision no longer economically viable or required has been taken following a long review of for the future well-being of the aerospace the airfield’s commercial and economic sector at Filton. viability. We regret the impact that this will have on our 19 employees and we will 2.5 It also seeks to address key work with them to explore employment questions and issues which have been opportunities. raised since the decision to close the airfield was announced. We recognise the importance of Filton airfield to the local residential and business 2.6 It looks strategically at the community and understand the concerns aerospace industry in Bristol and the its closure may have. We remain in wider region, demonstrating that closure discussion with South Gloucestershire of the airfield will not adversely affect this District Council to agree future plans. industry and conversely, how the proposed redevelopment of the airfield site for mixed BAE Systems has informed all airfield users use development will offer opportunities of the decision and will continue to discuss to enhance the aerospace cluster at Filton how users’ requirements can be met in and the wider economy of the area. It preparation for the closure of the airfield.” explains the scale and nature of the current activities at Filton, and the reasons for BAE Systems needing to review the future of 2.2 This report explains in detail the the runway. background to this statement. BAE Systems appreciates that there is 2.7 BAE Systems and Airbus endorse understandable concern, particularly in the view that the Filton-Patchway area the Bristol area, that the closure will be to is a world centre of excellence for the the detriment of the local economy and, aerospace industry, supporting high in particular, local jobs in the aerospace value, skilled, engineering jobs. However, industry. the airfield is no longer an integral and strategic part of the success of the aerospace industry in the area. This report demonstrates why this is the case, why there is no operational future for the runway, and why the closure will not

12 filton airfield aviation options report bae systems september 2011

have a detrimental impact on the future prosperity of the cluster and its capacity for future growth and development.

2.8 Terence O’Rourke Ltd has prepared this report on behalf of BAE Systems, with inputs from Peter Brett Associates and Mott MacDonald. BAE Systems has consulted with Airbus on the detailed content of the report. In addition the views of other interested parties within the aerospace industry have also been included. Mott MacDonald has undertaken a Development Options Appraisal which forms a Technical Appendix to this report.

13 filton airfield aviation options report bae systems september 2011

the west of england 03 aerospace industry 3.1 In September 2010, the West the AW101 helicopter. Also located of England Local Enterprise Partnership in the West of England is the Ministry (LEP) submitted its successful bid for of Defence’s Defence Equipment and LEP status to the Secretaries of State Support Organisation which will soon be for Business, Innovation and Skills (BIS) hosting over 10,000 staff in the Filton and Communities and Local Government area.” (CLG). The submission (which closely echoes The aerospace industry in the Source: West of England Local Economic South West of England prepared by the Partnership, Proposal to Secretaries of South West Regional Development Agency State for BIS and CLG, September 2010 (RDA)) sets out the scale and scope of the industry in the area and states: BAE Systems “The South West and the West of operations at Filton England, in particular, is home to one of the most diverse and capable aerospace 3.2 BAE Systems is a global defence regions in the world. It contains the and security company with approximately largest cluster group of aerospace and 100,000 employees worldwide. The defence companies in the UK, with 10 of company delivers a full range of products the top 12 world aerospace companies and services for air, land and naval forces, having a headquarters or major research as well as advanced electronics, security, and manufacturing facilities within the information technology solutions and South West region. The South West support services. and West of England in particular has an important role to play in the development 3.3 In Filton BAE Systems is of national strategy towards aerospace. represented by a number of direct group It is estimated that aerospace and companies, together with joint venture defence companies in the South West shareholdings in for example MBDA. Total employ around a third of the total job numbers on the 20 site are currently national aerospace employees and they over 1,500. MBDA has approximately 700 contributed 15% of national aerospace people on site at Filton and is involved in GVQ in 2008 . Around 10,000 people are the development of missile system in the employed by the sector in the Filton area defence industry, BAE Systems also has a of South Gloucestershire alone. number of group subsidiaries represented on site. Surface Ships bases its Type The aerospace activity undertaken in the 26 programme office at Filton. The UK South West is divided equally between programme to develop the Type 26 variant civil and defence business, with many of GCS for Royal Navy will replace the companies serving both markets. The capabilities of the UK’s Type 23 frigates, breadth of capability includes aircraft with the first Type 26 set to enter service in structures, aero-engines, rotorcraft, 2021 and the last to remain in service until unmanned air systems, avionics, landing 2064. gear and a wide variety of systems and components. Companies in the 3.4 The Advanced Technology Centre region are involved in major global (ATC) delivers the frontline in technology aircraft programmes including – Airbus innovation, acquisition, development and A350 XWB, A400M, Boeing 787, Joint insertion for BAE Systems and its joint Strike Fighter, Eurofighter Typhoon and venture organisations. The service offering

14 filton airfield aviation options report bae systems september 2011

of the ATC provides for the development option to offer its shares to EADS, which and creation of future technology capability today wholly owns Airbus. Airbus designs, over a broad spectrum of disciplines. develops, manufactures and supports the In addition to supporting BAE Systems most modern and comprehensive aircraft and its joint venture organisations, the family on the international market. ATC has a vast network of relationships with external organisations including the 3.8 Airbus in the UK operates from UK Ministry of Defence, US Department two sites, Filton and Broughton in North of Defense, European Space Agency, Wales. Filton is the UK headquarters and universities and other research and is also the Centre of Excellence for Design product organisations. and Technology within the group. Airbus UK employs around 10,000 people of 3.5 BAE Systems Defence which approximately 4,000 are employed Information Solutions and Services at Filton where the company can trace (DISS) employs over 70 people at Filton its proud heritage back via Concorde to working in management and military the Britannia, the Brabazon, the Blenheim information systems and command, and the Boxkite, and to Filton’s “founding control, communication and intelligence father”, tram builder and aviation pioneer, systems; and readiness and sustainment Sir George White. applications. Projects include the Bowman, Flacon and Theseus Communication 3.9 Airbus’ success is also the result Projects. of close co-operation and effective partnerships with major companies around 3.6 BAE Systems is fully supportive of the world, including some 1,500 suppliers all measures which can further enhance in 30 countries. This includes the Filton- and develop the aerospace and defence based component and sub-assembly industry in the West of England. manufacturing unit which transferred from the ownership of Airbus to GKN in 2009. This employs around 1,500 people at its Airbus operations Filton factory. at Filton

3.7 For 35 years BAE Systems (and its predecessor companies) was a 20 per cent partner in the four nation Airbus consortium. In the late 1990s BAE Systems led the drive to increase efficiency and improve decision-making by forming Airbus into a single corporate entity to position it for the launch of the double- decker A380 aircraft. Work to complete the transfer of the partners’ Airbus assets into an Airbus Integrated Company was completed in July 2001 with EADS and BAE Systems as shareholders. BAE Systems continued as a 20 per cent partner in the global Airbus business for a further five years before exercising its

15 filton airfield aviation options report bae systems september 2011 04 current use Airfield and essential airfield infrastructure including surroundings masts, windsocks and aerodrome ground lighting and navigation equipment including 4.1 Filton Airfield is situated in the north Instrumental Landing System and Distance of the urban area of Bristol, approximately Measuring Equipment. To the south of 8 km to the north of Bristol city centre. the runway and railway, is the Brabazon The site adjoins the residential area of hangar which is no longer in active use Patchway and comprises some 141 ha of and is not needed in connection with the land, lying within the administrative area of BAE Systems or Airbus activities at Filton. South Gloucestershire Council. 4.3 Access to the site is from the A38, 4.2 The site currently comprises an which forms its eastern boundary and operational runway of 2,467m in length connects north of Patchway with J16 of and associated infrastructure including the M5. The M5 connects with the M4 at aircraft parking aprons and an operations J15. In addition, a number of emergency building housing , a egress points are located at intervals passenger terminal facility and ancillary around the airfield boundary. offices. The capacity of the aircraft parking aprons and taxiways is very limited. There are three hangars on the northern boundary. Across the site is

Site boundary

16 filton airfield aviation options report bae systems september 2011

Levels of activity

34,000 33 32,000 32 31 31 30,000 29 28,000 28 28 27 27 26,000 25 24,000 24 22,000

20,000 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 A nnual aircraft movements at Filton Airfield 2000 to 2010. Source: BAE Systems

4.4 In the period from 2000 to 2010, 30,000

annual aircraft movements at Filton Airfield 1,080 810 peaked at 33,000 movements in 2001 720 25,000 and have since declined by nearly 30% 2,700 2,970 2,640 to around 24,000 movements in 2010. 5,130 6,210 The number of aircraft movements in 20,000 4,800 intervening years has fluctuated, shown in the figure above: 18,090 18,090 17,010 15,000 15,840 4.5 In 2010, 66% of aircraft movements at Filton Airfield were general 10,000 aviation (GA), with 20% corporate / 2007 2009 2010 business aviation, and the remaining flights attributed to helicopter movements, Aircraft movements by activity at aircraft diversions and a small percentage Filton Airfield 2007 to 2010. of military landings. The general aviation Source: BAE Systems category includes training and private General aviation flights for leisure or business purposes. Corporate 4.6 Total helicopter movements in Helicopter 2010 were 2,640, encompassing Police Other and Air Ambulance, military movements and private general aviation and business. The majority of these movements relate to the activities of the Police and Air Ambulance.

17 filton airfield aviation options report bae systems september 2011

Existing airfield users Great Western Air Ambulance and Western Counties Air Airbus Operation Unit (Police)

4.7 Airbus currently operates a 4.10 Western Counties Air Operations limited number of staff and equipment Unit is a consortium formed between the movements associated with its existing Avon and Somerset and Gloucestershire business operations. The staff movements constabularies. The unit operates an are chiefly limited to an air bridge service EC135 helicopter to serve the geographical to transport Airbus employees between area of the consortium and is available to Filton, North Wales (Broughton) and assist neighbouring forces. BAE Systems Toulouse. The service is operated on is in discussion with both the Avon weekdays by BMI regional using a 49-seat and Somerset/ Gloucestershire Police Embraer regional jet. Currently these Helicopter Service with respect to their flights are as shown in the table: needs for the future.

Flights from Broughton Toulouse 4.11 The Great Western Air Ambulance Filton to: operates from Filton Airfield occupying Monday 1 3 Hangar 16M. BAE Systems recognises Tuesday 2 2 the importance of the Great Western Air Wednesday 3 2 Ambulance to Filton, and the critical role it Thursday 3 2 plays in providing emergency services to the region. Friday 1 1

4.12 BAE Systems is committed 4.8 The air bridge is due to finish at the to working with the Great Western Air time of the planned closure of the airfield in Ambulance Service to understand its future December 2012. Airbus has confirmed its needs. Whilst in a redevelopment scenario services could move to Bristol Airport after it is unlikely helicopter operations could that date without disruption to its business. be continued from their existing locations, BAE Systems is committed to working with the organisation to enable continued BAE Systems operations from within the current airfield boundary. 4.9 BAE Systems’ use of the runway is restricted to the use of an air bridge service shuttling staff between Filton and Aeros Barrow, utilising a 7-seater plane. The service generally comprises two flights a 4.13 Aeros is a commercial flight training day on Monday and Wednesday, three school operating from Filton on a leasehold flights on Tuesday and Thursday and one basis offering Private Pilot Licence (PPL), on a Friday. The additional BAE Systems NPPL, IMC, night rating and AOPA corporate air travel shuttle ceased in 2009. courses and self-fly hire.

18 filton airfield aviation options report bae systems september 2011

Bristol Aero Club agreements although their contribution is minor compared to that of Airbus. 4.14 The Bristol Aero Club offers private Together these income streams do not flight training and recreational aircraft cover the total operating costs of the hire on a non-profit basis for aerospace runway and the airfield has been making a employees. The club owns one Piper significant loss over the last ten years. PA-28 Warrior and one PA-28 Cherokee aircraft. Both aircraft are low wing, 4-seat 4.18 BAE Systems is a public limited and single-engine suitable for training company accountable to its shareholders and private hire to members. Each and sustaining this poor financial position aircraft is equipped with dual controls and is clearly unviable and unacceptable. maintained under CAA regulations for training. Complaints and issues relating to 4.15 Professional training is provided the operation of the airfield from qualified instructors on a part time basis. This includes trial lessons, PPL 4.19 All complaints received by the training and more advanced training such airfield are recorded in a complaints log. as IMC and the night ratings. Complaints received relate to aviation noise, fumes, level of traffic, low flying and/or time of flight and are received from Operating costs residents living in proximity to the airfield. Unsurprisingly they are focused on the two 4.16 The annual operating costs of main runway approaches with clusterings Filton Airfield are primarily fixed costs. around Little Stoke and Stoke Gifford. The air traffic control and fire and rescue functions, for example, require a minimum 4.20 Between fifteen and fifty number of staff and cannot be scaled complaints have been received each year down when aircraft movement numbers for the last ten years. These numbers reduce. Airport operations also involve were significantly higher in the 1990s a diversity of activities (for example air when the level of flying activity was higher traffic control, fire and rescue, security, and rose dramatically during the mid customer support, mechanical and 1990s when BAE Systems was seeking electrical engineering relating to lighting to increase the use of the airfield and the and communications, maintenance and number of operational flights by promoting support, site management including a commercial airport at Filton. At this time grass cutting, pavement and building the local community set up a Campaign maintenance). This therefore involves a Against Filton Commercial Airport with a large number of different skills with limited membership of 13,000 people. opportunity for multi-tasking. 4.21 Since the joint announcement by 4.17 The annual operating costs BAE Systems and Airbus that the runway of Filton Airfield are met in part by will close at the end of 2012 the airfield has Airbus. Other users of the airfield also received only a single complaint to date. contribute, through landing fees, and lease

19 filton airfield aviation options report bae systems september 2011

Covenants and restrictions on closure

4.22 Filton Airfield is privately owned by BAE Systems. Historically a Ministry of Defence covenant existed preventing the commercial development of the airfield for a period without prior Ministry of Defence consent. This covenant has since been released and there is no legal item that would prevent BAE Systems from closing the airfield. No Act of Parliament is required as has been suggested recently in the press.

4.23 The Ministry of Defence has also used the site in the past, but military movements are now very limited and not essential.

4.24 The airfield is not now a strategic national asset. If the airfield were of national interest then the government would have come forward to safeguard the site. This has not occurred.

Aviation heritage

4.25 BAE Systems is committed to supporting the preservation of heritage assets at Filton Airfield and is currently actively engaging with stakeholders in order to help management of these assets.

20 filton airfield aviation options report bae systems september 2011 05 reasons for review BAE Systems’ approach 5.5 Historically the airfield generated a good level of income from landing fees 5.1 BAE Systems is the UK’s leading from the maintenance sector; the loss of aerospace company, formed through this income stream without replacement a series of amalgamations and the has had a significant impact on the rationalisation of a large and diverse airfield’s viability. Historically BAE Systems number of companies over the last 100 operated a maintenance business which years. The changes in the structure of included VC10s and conversion of A300 the industry have facilitated its ongoing aircraft to freighters. This finished in 2002. strength and development. By 2009 aircraft movements relating to the maintenance businesses of MK Airlines 5.2 The aerospace industry is at the and Air Livery (airfield users since 2003) forefront of technological change and the had significantly reduced. MK Airlines went advances made in this sector since the into liquidation in 2010 and Air Livery left first days of aviation in the early 1900s Filton in 2009 based on an independent have been staggering. This is a highly commercial decision. The benefits of dynamic sector of the economy which basing their business at a commercial embraces and effectively manages change airfield (Manchester Airport) eliminating the to ensure its success. All decisions are need for ‘dead leg’ flights was a significant taken in a measured way taking account factor in Air Livery’s decision to leave the of all relevant facts and following lengthy airfield and has been a key constraint in evaluation and analysis. The survival of the attracting new users. Filton site for the last century has relied upon changing patterns of available work 5.6 Since 2007 a number of tenants and the ability of the cluster to adapt to and users have ceased operations at this and remain competitive. the airfield, including PrivatAir, Eastern Airways, MNG, Titan, Highland Airways 5.3 The Filton site has always adapted and Universal. in order to meet the changes in technology and infrastructure requirements of the 5.7 Historically the airfield has been aviation and aerospace activities taking used for flight testing of new aircraft place. types and Rolls-Royce engines. This is no longer the case today as the process of manufacturing and testing aircraft and Decline in use of components has changed. the runway by the aerospace sector 5.8 Rolls-Royce has through independent review and because of 5.4 As noted above, the number of changes in its own business operation, movements on the airfield has declined made decisions to cease all commercial significantly over the past decade. This has use of the airfield. The runway no longer largely been driven by a decrease in use forms an integral part of its business and demand by the maintenance sector, operations, and its current and future from Airbus and its former subsidiary BAE business plans do not require the use of Aviation Services, together with a reduction the runway to successfully operate and in activity by other users of the airfield. grow. Added to this, the number of BAE Systems movements has also decreased as the requirements of its business have changed.

21 filton airfield aviation options report bae systems september 2011

5.9 The decline in the use of the have been explored and there is no longer runway by Rolls-Royce in the 1990s and a demand for the existing use of the its subsequent decision to cease activity runway. The airfield is no longer an integral on the airfield effectively doubled the and strategic part of the success of the burden of overheads being carried by BAE aerospace industry in the area. Systems. 5.13 The primary use of Filton Airfield 5.10 Royal Mail has never used Filton has historically been for developing and runway on a permanent basis. Royal Mail testing hundreds of new aircraft, initially night flights were accommodated for a primarily military aircraft then, after the number of months in 1994/1995 and again Second World War, moving to primarily civil in 2007/2008 whilst runway maintenance aircraft. However, massive changes have was ongoing at Bristol Airport. There are taken place both in the UK aerospace no longer any night mail flights operated industry and around the world. Cost, from Bristol Airport. It is understood from competition, technical complexity and industry sources that Royal Mail ceased restructuring means that in the UK, airmail operations at Lulsgate due to aircraft manufacturers no longer tend to a business decision to consolidate UK build whole aircraft, but focus on highly operations (primarily at East Midlands specialized parts and the extensive Airport), and economic and environmental research and development required to concerns which made road operations remain at the forefront of this fast moving more viable than air transport from Bristol. industry. This is demonstrated clearly by The Filton runway has never formed a the changes that have taken place and are integral part of its business operation, and now taking place at Filton. its current and future business plans do not require the use of the runway. 5.14 In addition, aircraft research and development methods have changed with 5.11 It is worth noting that historically, the introduction of highly sophisticated apart from use by BAE Systems, Airbus computerised modelling and simulation and Rolls-Royce, there has been no which have significantly reduced the significant level of use of the runway by traditional need for numerous test flights other local companies. Neither have major from Filton. operators historically been attracted to the site. Some discussions have been held 5.15 Whilst, clearly, some aircraft testing with potential operators in the past, but, is still required this is concentrated at fewer aside from those identified above no large sites. For example, the original Ministry operations have ever had a serious interest of Defence test sites at Farnborough in the site. and Bedford were closed and flight test operations concentrated at Boscombe Down. In addition, a rural area in west No demand for the existing Wales has recently been designated by the use of the runway CAA as a Danger Area for the testing of Unmanned Air Vehicles (UAV) 5.12 BAE Systems fully supports the Filton aerospace cluster as a world centre 5.16 The loss of activity on the airfield, of excellence for the aerospace industry, particularly over the last decade, has led supporting high value, skilled engineering to a significant loss of income for BAE jobs. The intentions of the existing users Systems and reduced the airfield to an

22 filton airfield aviation options report bae systems september 2011

unviable operation. It has meant that for a considerable period of time BAE Systems has had to examine the need to retain the runway. It has done this both independently and in discussions with Airbus and other operators. Simultaneously BAE Systems has also been examining the potential of other aviation based options which could return the airfield to profitability.

Airbus position

5.17 The decision to cease airfield operations was mutually agreed with Airbus following considered discussion.

5.18 Airbus has stated publicly that it will have alternative and economic solutions in place for the transportation of its people and products post closure and that the requirement for use of an airfield no longer forms a part of its future business operation at Filton.

5.19 Airbus has also confirmed its commitment to Filton, as reinforced by its current site redevelopment and investment programme. This will create a state of the art research and development and manufacturing facility, which will be completed for occupation in 2013 and will ensure the business is properly placed to remain competitive in the future.

BAE Systems position

5.20 As part of the airfield review process, BAE Systems undertook a full consultation internally, including with the submarines business that uses the flight from Filton to Barrow. All parties are comfortable that the loss of this flight will not detrimentally impact business operations.

23 filton airfield aviation options report bae systems september 2011

Commercial interest rejected planning appeal fought by British from other operators Aerospace in the mid 1990s to expand the airfield into a commercial airport. BAE 5.21 In the face of declining aircraft Systems has therefore been promoting the movements from existing users BAE use of Filton within these constraints over Systems has continued and increased subsequent years. efforts to market the airfield to existing and new potential users. 5.23 However, over the last decade BAE Systems has continued to invest in the 5.22 The potential opportunities are airfield despite it remaining operationally to some extent limited by the existing unviable. The refurbishment programme planning policy position. The South to improve the airport facilities and ground Gloucestershire Local Plan states that equipment alone represents an investment proposals for commercial air passenger of approximately £7 million. The airfield has services or commercial air freight services not been left to run down. The table below will not be permitted. This follows the demonstrates the significant activity and

Year Marketing activities and investment in the airfield 2005 • Extended passenger lounge within Flight Operations building 2006 • Significant extension and improvements to car parking facilities 2007 • Airport brochure produced and sent to Business Aviation operators both in the UK and abroad • Website (www.bristolfilton.co.uk) set up for ease of contact and advertising services available 2007-2008 • Accommodated Royal Mail operations for c. 9 months (out of normal hours) whilst the runway was resurfaced at Bristol Airport 2008-2009 • Commenced a refurbishment programme of the airport facilities and ground equipment. This included: - New apron - New air traffic control radio system - Radar system upgrade - New Distance Measuring Equipment (DME) navigational aid 2010 • Introduced incentives for use of the airfield for landing and training with based operators, military and business aviation users • Increased management focus through further incentives to reduce costs and increase revenue • Continued investment in airport facilities and ground equipment including • Upgrade to approach lighting at the eastern end of the runway 2011 • Worked with a business aviation company to provide a fixed based aviation operation at Filton • Worked with Avon Fire Service to provide a helicopter service from Filton • Attended the World Business Aviation Trade Fair to promote the use of the airport and air traffic services • Refurbishment of the terminal building. (Refurbishment programme halted mid project) Marketing measures and investment in the airfield since 2005.

24 filton airfield aviation options report bae systems september 2011

variety of measures that BAE Systems has Summary employed to try to increase business at Filton. 5.28 The reasons for review of the airfield and the subsequent decision to 5.24 These measures have had limited close the airfield can be summarised as success. Royal Mail was accommodated follows: for a temporary period in 1994-1995 and in 2007-2008. MK Airlines and Air Livery • the airfield has been loss-making over were both attracted to base their aviation the last decade maintenance operations at the airfield, • the number of aircraft movements and before MK Airlines went into liquidation in users has decreased over the last ten 2010 and Air Livery moved to Manchester years, such that it is no longer viable Airport in 2009. The Western Counties Air Operations Unit (Police) and the Great • there is no demand for the existing Western Air Ambulance have also been use of the runway – the intentions of accommodated on site. However, none the existing runway users have been of these measures has turned around the explored loss making situation. • there has been little commercial interest from other operators despite best 5.25 A comparison of landing and marketing efforts of BAE Systems over navigation and parking charges at Filton the last decade. Marketing of the airfield with those at similar local and regional has been significantly constrained by the airports including Bristol Airport, Kemble, airfield’s planning use restrictions Cardiff and Gloucestershire Airport • alternative aviation options have been (Staverton) demonstrates that Filton offers explored (see chapter 6) – no clear competitive rates to customers. It is evidence of demand to make the therefore not the case that BAE Systems ongoing operation of the airfield viable, has priced Filton Airfield out of the market. taking into consideration commercial, Full details of pricing are included within environmental (including planning), and the appended Mott MacDonald report. practical considerations.

5.26 Throughout the past decade the runway has been available for the use of the local and regional aerospace industry. Whilst BAE Systems has not actively marketed the runway as being available for sale, the aviation industry is small and there has been little commercial interest from other operators or users.

5.27 The aerospace sector in the Bristol area and the wider sub-region is strong and has continued to grow and develop, but the use of the airfield has consistently declined, with Airbus now also confirming the runway is no longer required as part of its future operation.

25 filton airfield aviation options report bae systems september 2011

alternative aviation 06 options evaluated 6.1 As explained above the decline Council on a regular basis over the in the use of the airfield led BAE Systems years. These related largely to small to further evaluate the need to retain scale development required to meet the runway and to assess a range of the operational needs of the airfield and alternative aviation and non-aviation associated Airbus activities. They include options on the site. applications for a meteorological mast and telecommunications antennae, a customs and excise building, offices and industrial Planning status buildings, a car park, portacabins, telephone exchange, extensions and 6.2 The planning status of the site is of refurbishments. relevance to the consideration of potential alternative aviation options. 6.7 The most relevant planning decision is the Secretary of State’s letter 6.3 Filton has been used for aviation and the Inspector’s Report from the 1996 purposes since 1910, when Sir George appeal by British Aerospace Plc (acting White founded the British and Colonial through British Aerospace Airbus Ltd) for Aeroplane Company Ltd and started flying a proposed commercial airport at Filton at Filton. As such there is no planning Airfield (APP/G0120/A/94/238017). permission relating to the use of the airfield. 6.8 This proposal was for limited commercial scheduled flights from Filton 6.4 The Filton site, like all sites within including 20 freight flights per night. British the dynamic aviation and aerospace sector Aerospace believed that it had permitted has been subject to change since it was development rights for this activity, but established in 1910. this was challenged by Northavon District Council and a planning application was 6.5 The early planning history of Filton subsequently submitted. Airfield can be summarised as follows: 6.9 The appeal was then lodged • the main runway was extended in 1946 against the failure of Northavon District for the Brabazon project – Charlton Council to determine, within the prescribed village was demolished and the pre-war period, the application for planning Filton bypass severed permission (number P93/2321 dated 29 • the runway was extended further in 1954 September 1993) for a commercial airport on 211 ha of land at Filton, Bristol. • a minor addition to the runway was made in the late 1960s for Concorde 6.10 Under the provisions of Section • the ground running base (for engine 266 of the 1990 Town & Country Planning testing) was permitted in 1967 Act the appeal was called in and dealt • a temporary permission was given for with jointly by the Secretaries of State the Yorkon building in 1986, and an for the Environment and Transport. The extension in 1989 appeal was determined in accordance with planning policy and advice and was 6.6 The growth and development dismissed by the Secretaries of State on of Filton Airfield has been an ongoing 22 March 1996 for the following reasons: process and planning applications have been submitted to South Gloucestershire

26 filton airfield aviation options report bae systems september 2011

“The Secretaries of State concluded 6.12 A High Court challenge was made that the proposed development would against the appeal decision but this was cause significant harm, arising from the dismissed. inappropriateness of its location in the context of the surrounding settlement 6.13 These decisions set a clear pattern and the consequent disturbance precedent for any future applications. and loss of residential amenity and the Filton is not seen as a suitable location for potential effects of traffic congestion. a commercial airport and no circumstances By virtue of this harm, the proposed have changed to suggest that a new development fails to accord with the application now would receive a different objectives of national guidance in PPG result. 13 (Transport) as well as the objectives of the development plan and the emerging 6.14 The outcome of these decisions is district-wide local plan. In their view, these underlined by the evaluation undertaken in factors amount to demonstrable harm to connection with the Future of Air Transport interests of acknowledged importance set White Paper (2003). This states: out in PPG1, which they do not consider to be adequately mitigated by the use of “10.16 The option of building a new conditions or planning obligations.” airport north of Bristol was set out in the South West consultation document “On the grounds of need and the if development of the existing Bristol wider benefits for the local economy (Lulsgate) Airport needed to be in terms of enhanced competitiveness constrained, or in the event that new and employment … these factors capacity was not provided at South East are outweighed by the significant airports. Based on the decisions set out disadvantages identified.” above, and our conclusions on capacity in the South East, neither of these 6.11 The Secretaries of State judged circumstances arise. The appraisal set out that the key material considerations in in the consultation document indicates determining the appeal were: that a new airport north of Bristol would therefore be neither economically beneficial nor commercially viable. • the need for the development

• the likely benefits arising from allowing 10.17 In addition, respondents to the proposed development the consultation identified a number of • the locational and physical suitability of problems with the new airport proposal, the site including the proximity of major industrial • the likely impact of the proposed complexes and settlements nearby, flood development on the environment of the risk, and congestion on key motorway surrounding area, having regard to the links. These concerns, combined with following factors: the cost of building a new airport and the negative impact from closing the existing i. residential amenity airport on the economy of south Bristol, ii. Noise resulted in strong opposition to a new iii. Local traffic conditions airport north of Bristol from a number of iv. pollution and health important stakeholders in the region. v. ecology vi. safety aspects 10.18 Taking all of these factors into account, we have concluded that there is

27 filton airfield aviation options report bae systems september 2011

no case for supporting a new airport to the 6.18 Further work has been undertaken north of Bristol in the period of this White by the team in 2011 to review the issues Paper.” and conclusions arrived at in 2007. Mott MacDonald’s 2011 report is a Technical Appendix to this report. 6.15 The development of Lulsgate is now taking place. An airport master 6.19 The 2006 - 2007 work examined plan has been prepared and planning five alternative aviation options on the permission was granted in May 2010 for basis of Mott MacDonald’s detailed major works which will allow the airport to understanding of the economics and handle 10mppa by 2019/2020. capacity of the aviation sector at the time. In addition the work looked at 6.16 Since these decisions, which a ‘do nothing’ scenario and also at demonstrate that an intensified level of redevelopment possibilities. use of the airfield for commercial and freight use would not be acceptable, 6.20 The options were evaluated BAE Systems has released land north of in terms of the facilities that would be the airfield for residential development. required to support them, and the current Planning permission was gained via appeal availability of such facilities. A range of in 2006 for a mixed use scheme including physical works would be associated with 2,200 homes. the aviation options including modification and upgrading of the runway, aircraft Review of alternative parking aprons, terminal facilities (scale aviation options dependent on the level of activity), a new air traffic control tower, additional 6.17 In 2006, BAE Systems asked navigation aids, car parking space etc. Mott MacDonald, Terence O’Rourke Ltd and Peter Brett Associates to examine 6.21 To enable a comparable and the opportunities for a range of aviation consistent review of development options a and non-aviation developments at the matrix approach was utilised. This allowed site. This work was undertaken to advise each of the options to be assessed BAE Systems about its future options. It against the same criteria, and, in effect, was completed in 2007. The evaluation of tested the options against each other. To those options is summarised here in order ensure the assessment was robust a wide to show that BAE Systems has: range of criteria was employed, covering operational, planning, environmental, political and strategic issues. Each criterion • firstly, been giving this matter was defined and sites were assessed on consideration over a number of years the basis of whether the development • sought independent, professional advice option would meet, partially meet (medium) to inform its decision making or not meet the criterion. A question mark • approached the future of Filton in a was used where insufficient data was highly responsible manner available or where the uncertainty of time made a judgement inappropriate.

28 filton airfield aviation options report bae systems september 2011

6.22 The following is a summary Option 1: Environmental considerations of the approach and conclusions of the 2007 and 2011 studies. In this 6.28 The current operations have summary, each option is explained and attracted complaints about noise, fumes, the evaluation summarised in respect of levels of traffic, low flying and/or time of practical, commercial and environmental flight. considerations.

Option 2: Commercial low cost Option 1: Do Nothing operations

6.23 This scenario would continue the 6.29 This option examined the physical current types and levels of activity at Filton. feasibility of locating a low cost commercial airport operation on the Filton site. Option 1: Practical considerations Option 2: Practical considerations 6.24 Physically, this option could obviously be accommodated. 6.30 The Filton airfield has little land outside of that which would be required for Option 1: Commercial considerations the runway strip if it were to be upgraded, hence any commercial aviation would 6.25 Ongoing use in connection with require land outside of the operational aircraft manufacturing and maintenance airfield boundaries, either to the south remains a practical use, but clearly the (around the Brabazon hangar), to the existing owners and past users no longer north west corner of the airfield (part of have such a requirement. Any new use Cribbs Causeway) or at the south west would require additional hangar and related corner of the airfield (the land controlled by building space (as the Brabazon hangar is Persimmon, Redrow and Ashfield Land). poorly located and not suitable for many operations and other buildings on the site 6.31 The railway creates a barrier which are small and in poor condition). would make land to the south difficult and also expensive to use. The other options 6.26 In addition, no demand has been would require land acquisition which would identified and it would still have to be also be highly costly (because of the value commercially viable to keep the runway (or of the land) and very high risk. part thereof) in operation. 6.32 Access to the site is not suitable 6.27 Commercially therefore this option for high levels of activity which would is not viable as it is loss making and require substantial expenditure on losses would continue to rise. Although highway improvements. The transport not immediately required, it would also implications of commercial aviation be difficult or impossible to demonstrate development at Filton would be significant a robust business case for investment and would require major investment in should any capital investment be needed strategic and local public transport and (for example runway resurfacing). highway infrastructure to secure a long term sustainable surface access strategy capable of supporting modal split of 50% car, 50% non car.

29 filton airfield aviation options report bae systems september 2011

Option 2: Commercial considerations the Inspector’s assessment of the 1996 planning appeal. It was also noted that 6.33 It was evident from the demand the South Gloucestershire Local Plan statistics produced by Mott MacDonald proposed further residential development that a clear regional strategic need existed at the North Field, in close proximity to the for aviation growth in the South West airfield, and that other windfall sites were and this was supported by the Aviation likely to come forward. White Paper The Future of Air Transport and the expansion proposed in the Bristol International Airport Masterplan 2006 to Option 3: Air freight integrator 2030. There were substantial positive arguments to note too in terms of regional 6.37 This option was examined briefly. employment generation and long term Companies such as DHL, FedEx and UPS revenue gain. operate ‘consolidation hubs’ at a small number of airports which serve a network Option 2: Environmental considerations of collection and distribution points. It is a 24-hour operation with large quantities of 6.34 BAE Systems was advised it road freight accessing the site. would be necessary to show that a commercial aviation proposal would Option 3: Practical considerations not have unacceptable environmental implications. The impact in terms of noise, 6.38 Current highway access is poor air quality, climate change, public health, and would need significant upgrade. landscape and visual effects would need to be assessed and Terence O’Rourke Ltd 6.39 Air cargo would require less apron and Peter Brett Associates were of the space than passenger operations, but the view that the impacts would be significant. runway length would not be suitable for Mitigation measures were considered long-haul freighters, it would still require unlikely to be able to resolve all the space for cargo terminal(s) and freight adverse impacts. forwarder facilities and suitable road connections to the motorway network. 6.35 Noise effects were examined and Operations would have to take place it was considered that the extent of these every day of the week and most short- was significant and would be unacceptable haul cargo operations also generate night in planning terms. movements, which would be a contentious environmental issue. 6.36 It was shown that the site was already constrained by the proximity of Option 3: Commercial considerations residential development and experienced complaints as a result of aviation activity. 6.40 By 2006/7, the networks of these It was considered that a proposal for major integrators had been established. a commercial airport at Filton would BAE Systems has held talks in the past significantly prejudice the amenity of with a freight operator but this operator local residents, given the proximity of had made other decisions. residential development to the airfield boundary. This impact on local amenity 6.41 Air freight demand for general was considered unacceptable in planning cargo in the south west region is largely terms. This assessment accords with met by the airports, notably

30 filton airfield aviation options report bae systems september 2011

Heathrow airport, where there is a Option 5: Maintenance and significant amount of capacity offered to training a wide range of destinations. Demand for express air services from the region is 6.48 This would be an extension of mainly met at Nottingham East Midlands existing activities, potentially with the Airport, from which integrated air services need for new buildings for any substantial are offered, for example by DHL, to both maintenance activity. short-haul and long haul destinations. Option 5: Practical considerations 6.42 Mott MacDonald concluded there is no evident demand, especially as the 6.49 Planning policy is supportive at site could not operate on a 24-hour basis. national, regional and local levels, as this would fall under a continuation of the Option 3: Environmental considerations existing authorised operations.

6.43 Noise and disturbance to Option 5: Commercial considerations residential properties from aircraft and HGV activity would be at an unacceptable level. 6.50 The demand for maintenance, repair and overhaul (MRO) services is global and the UK is at some competitive Option 4: Ad hoc air freight disadvantage in terms of, for example, labour costs with other world regions. 6.44 This option was examined briefly. There are a number of well-established This type of operation serves companies MRO suppliers in the UK market and it in a city with substantial demand for the is difficult to envisage how Filton could movement of high value freight. competitively market its product. BAE Systems has been attempting to attract Option 4: Practical considerations clients but without success, apart from Air Livery which based its operations at Filton 6.45 Current highway access is poor for a short period of time and MK Airlines and would need significant upgrade which based its maintenance operations at the airfield for around four years before Option 4: Commercial considerations going into liquidation.

6.46 It was Mott MacDonald’s view that Bristol is unlikely to support sufficient Option 5: Environmental considerations manufacturing firms to generate sufficient demand. On this basis it was unlikely that 6.51 It was noted in 2007 that aviation there would be sufficient demand for local training generated 65% of the noise air cargo or air express demand to justify complaints received by the airfield, and services from Filton. therefore any expansion of this would have environmental implications arising from Option 4: Environmental considerations this noise. High frequency movements by small trainers are often considered a 6.47 Noise and disturbance to particular nuisance by residents. residential properties from aircraft and HGV activity would be at an unacceptable level.

31 filton airfield aviation options report bae systems september 2011

Option 6: High cost passenger catchment area for a service to New York operation would be around 36,000 passengers per annum. This would only produce two or 6.52 The project team has investigated three flights per day and would not be in detail the possibility of developing a sufficient to enable the operation of a high cost passenger operation at Filton. viable high cost passenger venture. In 2007, it was envisaged this would be similar to the Silverjet operation at London 6.58 There is significant competition . However, this has now for this market offered at other airfields in closed which in itself is an indication of the the region, notably from Gloucestershire risky nature of this business. Airport (Staverton), Bristol Airport, Exeter and Farnborough. Mott MacDonald 6.53 In the 2011 review, a number of concluded it is unlikely that the demand types of operation were examined, from for this type of activity would generate the UK flagship site at Farnborough to sufficient revenue to cover the cost of more basic facilities at Gloucestershire maintaining such operations. There is (Staverton) Airport. also a question mark over the quality and quantity of hangar space available to 6.54 Mott MacDonald explored this attract operators to base their aircraft at option to establish if a demand existed Filton. for a high cost passenger service in the Bristol region, and to understand what the Option 6: Environmental considerations infrastructure requirements would be of pursuing this development option. 6.59 Environmental implications were considered acceptable. Option 6: Practical considerations

6.55 Buildings and access are not Additional options attractive for a high cost operation and would need upgrading with relatively high 6.60 Helicopter operations on their own initial cost. In particular, a new terminal were not examined in 2006/7, but have building would be required. now been reviewed.

6.56 Business aviation use would 6.61 Helicopter operations alone would require less apron and terminal space require a much reduced area and could than air passenger services and a shorter be developed if there is sufficient demand runway might also be acceptable. It or, given the existing public service uses, would, however, require seven day services as part of a corporate responsibility over a longer operating day than is programme. The environmental provided at present. implications are likely to be considered acceptable. Option 6: Commercial considerations Kemble Airfield 6.57 A range of business type operations were examined. In 2006/7 6.62 Kemble Airfield is a leisure airfield Mott MacDonald looked at a bespoke specifically targeting ‘enthusiasts’ within service to New York. It was concluded the general aviation community by offering that the potential demand from the Filton a mix of competitive charges and excellent facilities, including a restaurant. As well

32 filton airfield aviation options report bae systems september 2011

as catering for leisure flying, events are 6.67 In respect of Option 6 (high cost organised year-round for the community. passenger operations), fundamentally planning policy was opposed to the 6.63 In contrast Filton is an airfield development of a civilian airport at Filton. designed to cater for a number of Whilst a high cost operation would be on a segments within the aviation market. This much smaller scale than a local or regional includes the general aviation / leisure commercial operation, it would still fall into market but this only ranks as a secondary this category and therefore the current activity to provide an additional limited planning framework did not offer support revenue stream. The size and nature of for this development option. However, Filton Airfield prevents it being able to offer there is also no evidence of demand the same atttractions to private flyers as sufficient to support this type of operation those currently provided at Kemble. A so on the basis of economic viability the general aviation use alone would not be a project team discounted this development viable commercial operation at Filton. option.

Conclusions on options Summary

6.64 Options 1 (do nothing) and 5 6.68 There is insufficient space to (maintenance and training) were dismissed develop a commercial passenger airport as there was no evidence they represented at Filton and only limited space for cargo, viable business options. maintenance or manufacturing operations, even if these generated an otherwise 6.65 Option 2 (low cost commercial commercially viable development option airport) was dismissed on the grounds and were acceptable on environmental that there was no support in the Future grounds and in planning terms. Use by of Air Transport White Paper, the South smaller general and business aviation West Regional Spatial Strategy, the Joint aircraft may fit on the site, but this option Replacement Structure Plan and the may not generate sufficient income to South Gloucestershire Local Plan. The purchase the site (or part of the site) and appeal decision also created a strong meet the development and operating planning constraint. In addition, the costs. All operations would increase the lack of suitable available land and the number of aircraft movements and thus environmental constraints outweighed the the noise generated by those operations, evident demand. The limited size of the which in most instances would also require existing site and the proximity of existing an increase in the operating hours. and new residential areas rule out any major development of the aerodrome for 6.69 Mott MacDonald also considered air passenger services. Key development the facilities offered at Filton in comparison control decisions also support this. Bristol with those offered at the other aerodromes Airport also serves the Bristol area well. in the region. Apart from its excellent location in relation to the motorway and 6.66 Options 3 and 4 (freight) rail network and its proximity to the centre were dismissed on commercial and of Bristol, the runway at Filton does not environmental grounds. offer any particular benefits and most of the potential air traffic uses are already accommodated elsewhere in the region.

33 filton airfield aviation options report bae systems september 2011

6.70 Mott MacDonald concluded:

“If the existing owners no longer have sufficient need to keep it in operation and are not anticipating a similar future need, then the only option to closure would be a modest business and general aviation use, possibly combined with helicopter operations. Such a use requires a promoter with sufficient capital who believes they have a viable business case. Even then, it remains for BAE Systems, as owner, to consider if such a development is in its best interest and that of its shareholders. The site has been marketed for this and other uses for some time, but no real interest has emerged.”

“Closure does not appear to have a negative impact on the prospects for ongoing aviation-related employment in the area and so Mott MacDonald have been unable to generate a substantive case for keeping the runway in operation.”

34 filton airfield aviation options report bae systems september 2011

Future prospects of the West of England aerospace industry and 07 redevelopment opportunities Future prospects emissions and noise reductions.

7.1 The LEP submission states: Integrated Wing/Next Generation Composite Wing: national collaborative “Over the next 10 years there will be R&D projects to investigate and develop significant changes in the aerospace sector technologies for analysis, design, pushed by new technologies such as simulation, manufacturing, assembly and carbon composite materials, more electric system integration related to advanced aircraft concepts, component health composite wing structures to meet the monitoring and carbon reduction. The ever more stringent environmental and primes will need to undertake significant cost requirements of regulators, and of levels of R&D to compete in the global airlines and their passengers. environment and take advantage of future market opportunities. If this R&D cannot ASTRAEA 2: a national collaborative be undertaken in the UK, there is a danger R&D programme aimed at developing that it will migrate overseas.” the technologies required for the civil application of unmanned autonomous vehicles and systems.” 7.2 The R&D being undertaken is identified in the document and shows the nature and activities of the technologies 7.3 The LEP has now been confirmed related to the modern aerospace industry: and has made commitments to work with the industry to (in summary): “Universities: Bath (LIMA Business Technology Centre [BTC] – metrology), • foster links between industry, academia Bristol (Advanced Composites Centre for and government to identify and address Innovation and Science, Exeter (CALM opportunities BTC - additive layer manufacturing) • work with other LEPs to articulate and UWE (Continuous Professional aerospace and defence issues at a Development in Aerospace Programme). national level

• work with trade associations to ensure National Composites Centre: will be an the supply chain benefits from major open access research facility for the design R&D activity and facility and rapid manufacture of high quality composite products opening in 2011 at • develop proposals for the Regional the Bristol and Bath Science Park (SPark) . Growth Fund (RGF) • work to secure technical and financial CFMS ASRC: Part of the national AxRC support, maximize private sector network this is an advanced simulation investment in R&D and ensure greater research facility being established in collaboration both within and across Bristol Business Park which will comprise sectors Capability Lab, IT Lab, and High • attract inward investment Performance Computer. • articulate skills requirements

Environmentally Friendly Engine: a large, national collaborative R&D project aimed at the next generation of aero engines with significant reduction in CO2 and NOx

35 filton airfield aviation options report bae systems september 2011

7.4 The aerospace sector in the Bristol Farnborough was used historically by area and the wider sub-region is strong the Royal Aircraft Establishment (which and dynamic. It has and will continue to became DERA and now Qinetiq) for change and develop. R&D in the sector research and development relating to is diverse and well developed. There both military and civil aircraft – including is no evidence that the presence of the Concorde. Military test flying relocated runway at Filton is a major part of the to Boscombe Down in the early 1990s infrastructure supporting the sector. In as a part of the Ministry of Defence’s fact, the redevelopment of the site offers rationalisation of its operations and the greater opportunity to strengthen the changing nature of aircraft development. aerospace cluster through new investment The site was then declared surplus to and employment opportunities. requirements and has now been developed as a dedicated business aviation airport. 7.5 The industrial area south and The major important aerospace cluster at adjacent to the airfield has seen a number Farnborough has not been harmed by the of prestigious new developments by loss of the runway to commercial use. Airbus over the last decade, including new high tech engineering centres for 7.8 However, the key difference with wing design and landing gear testing. Filton is that Farnborough’s proximity to Further developments are planned by London has made it viable as a business Airbus, including a site redevelopment and airport and it already had a number of investment programme that will create a flourishing businesses and available state of the art research and development hangarage, apron space and terminals and manufacturing facility, which will be providing a sound foundation to underpin completed for occupation in 2013. These new investment. As explained above, this improvements, informed by comprehensive option has been examined for Filton but review, will help improve the efficiency and would not be viable. effectiveness of the Airbus operation and ensure the business is properly placed to remain competitive in the future. Airbus

7.6 Other companies at Filton, 7.9 Airbus has stated: including Rolls-Royce and BAE Systems itself are continually implementing changes “Airbus is fully committed to Filton – this to enhance their business operations. It is the case now and will remain the case is the resources of highly skilled personnel as clearly demonstrated by the recent and high technology equipment that now decision to build a multi million pound drives the Filton aerospace cluster, not business park at Filton and the continued access to a runway. investment in state of the art facilities such as the A350XWB Landing Gear Test 7.7 It has been suggested that a Facility.” successful aerospace cluster must have a runway associated with it. Reference 7.10 A decision was reached to close has been made to Farnborough as an the airfield at the end 2012, thus giving example. However, both the history Airbus more than one and a half years to and the nature of current activities at prepare for closure. Various scenarios are Farnborough are relevant in demonstrating now being worked on for alternative ways that this is not necessarily the case. to move Airbus people and parts.

36 filton airfield aviation options report bae systems september 2011

7.11 In a follow-on statement released site in collaboration with key stakeholders in August 2011, Airbus again confirmed its including UWE, the West of England LEP, position: South Gloucestershire Council, Bristol City Council, the Science Park and others with “As previously stated, together with our an interest in the emerging Enterprise Area. Landlord BAE Systems, it was mutually With Airbus, BAE Systems is committed agreed to cease Airfield operations at to the strong economic performance of Filton from the end of 2012. We reiterate the Filton area in the future. It is confident alternative and economic solutions for the that working with these partners will transportation of our people and products identify proposals that will be significantly will be in place. more valuable to the Filton area than the continued operation of the runway. Secondly, Airbus confirms its commitment to the Filton Facility as reinforced by 7.14 BAE Systems together with its our recent announcement regarding the consultants is currently undertaking development of Airbus Aerospace Park appropriate analysis and research to gain a and the refurbishment of Pegasus House thorough understanding of the constraints and 2 new purpose built 2500 people and opportunities of the site to inform Office Development. This represents an an emerging master plan. BAE Systems investment of up to €70m.” seeks to take a proper strategic approach to the site, working jointly with local stakeholders to determine the balance 7.12 Meanwhile in its response to the between delivering significant high quality, South Gloucestershire Core Strategy high value investment opportunities and – Filton Airfield Position Statement an appropriate level of housing to deliver a consultation paper dated June 2011, sustainable mix of land uses. Bristol Airport, wrote on 19 July 2011: 7.15 BAE Systems has a considerable “…with respect to the potential impact track record in regenerating and bringing of the closure on local employers, Rolls- back into economic use redundant or Royce, I would like to take this opportunity surplus land holdings. These case studies to reassure you that we are confident include a range of previous uses from that any services that hitherto operated in large manufacturing facilities, airfields, support of these employers from Filton, agricultural land holdings and residential will be able to operate post-closure from houses. Each case is unique but BAE Bristol Airport, the south west region’s Systems recognises in all cases the largest airport. Our aim will be to ensure need to engage with the local planning that Bristol Airport continues to provide the authorities and residents to ensure that the support needed by the local aerospace proposed development represents the best industry to enable it to maintain its position for all stakeholders and ensures efficiency and competitiveness.” a sustainable future for the communities in which they exist. ROF Chorley in Lancashire highlights a recent example Opportunities offered of this where job creation on the final by redevelopment development is expected to be significantly greater at any time since the 1960s, 7.13 BAE Systems is reviewing something which has been achieved within future employment uses and potential the context of a mixed use scheme which economic and training activities at the

37 filton airfield aviation options report bae systems september 2011

will also deliver real amenity benefit to “The FAPS acknowledges the current existing a future residents as a part of a imbalance between homes and jobs mixed use, sustainable community. in the area. This creates unsustainable commuting patterns and congestion. The 7.16 A future vision for the airfield site release of further land for development could embrace the opportunity to: needs to address this situation and create a more appropriate and sustainable • safeguard and support the aerospace balance of land uses. The inevitably industry and create a new Enterprise requires the provision of additional housing Area to drive investment into the cluster development on the FAPS area. Such development needs to be in scale with the • deliver high value local employment and need for housing, in particular that created job creation opportunities, providing by employment uses in the area.” far greater economic benefits than

continued airfield operations “The option of both commercial and • include measures to ensure no conflict residential use for the land is ‘the only of interest between industry and credible option” residents • address the current imbalance between homes and jobs – providing more 7.18 The opportunity offered by homes, including affordable homes redevelopment is also supported by Peter Jackson, Chairman of the West of England • provide a more integrated and cohesive LEP, who welcomes the inclusion of the structure to development within the land at Filton Airfield in the Core Strategy, North Fringe of Bristol as a major development opportunity to • enhance public transport and improve support economic growth linkages between areas of the North Fringe “The LEP would support a mixed-use • break down physical barriers and development that includes a substantial provide an improved green infrastructure proportion of the site to be devoted network to employment uses that provides high quality jobs and consolidates the 7.17 The closure of the airfield and the aerospace cluster around the A38. The opportunity offered by redevelopment is LEP recognises that this option builds acknowledged by Rolls-Royce, which upon the strengths of the established does not object to closure of the runway. aerospace sector in the West of England.” Gerald Eve, on behalf of Rolls-Royce, acknowledges the contribution to regeneration which can be made through redevelopment in his response to the Filton Airfield Position Statement:

“Indeed the closure of the Airfield is likely to widen the development potential of East Works with, for example, the relaxation of constraints on development imposed by flights safety requirements (height restrictions).”

38 filton airfield aviation options report bae systems september 2011 08 conclusion 8.1 This report summarises the review 8.4 In coming to its conclusion on that BAE Systems has undertaken of the the future of Filton airfield, BAE Systems future of Filton airfield. It has explained the has also examined other potential aviation nature of the cluster of aerospace activity uses for the site. Some of the options at Filton and how this successful and examined would be contrary to policy or critically important component of the local would create unacceptable environmental and sub-regional economy is flourishing. impacts. They are, however, underlined by there being no clear evidence of demand 8.2 It has set out the facts of the to make the ongoing operation of the current use of the runway, which has airfield viable, even setting aside the need been declining over time and is becoming for any new capital investment. There is increasingly costly to operate. As a also no indication of demand or any new commercial company, BAE Systems is income streams which would change the obliged to operate in the best interests of position. its shareholders and cannot continue to subsidise this loss making operation. 8.5 The existence of Bristol Airport at Lulsgate is also a material factor. Not 8.3 However, BAE Systems has acted only does the proximity of this facility offer properly by working with its main user, the opportunity for alternative means to Airbus, and only coming to the public transport staff but also there is a clear conclusion that the airfield must close policy position which supports the growth after lengthy discussion with Airbus and of Lulsgate and opposes the growth after being satisfied that the arrangements of Filton airfield for commercial aviation in place will ensure that closure will not purposes. adversely affect jobs at Airbus or elsewhere in the Filton cluster. Airbus is continuing to 8.6 Redevelopment offers the invest in new modern facilities at Filton with opportunity to enhance the world leading the clear understanding that the airfield will aerospace cluster at Filton and in doing close. Airbus has made consistent public so will support and complement the statements that closure will not harm its existing high value, skilled, engineering business. and manufacturing jobs through the provision of employment land to support and enhance the existing cluster. BAE Systems is committed to working with the LEP to develop a strong vision and strategic objectives for the Enterprise Area to encourage further engineering and manufacturing jobs to Filton and strengthen this world-leading sector.

39 filton airfield aviation options report bae systems september 2011

40 TECHNICAL APPENDIX filton airfield aviation options report Mott MacDonald september 2011 Filton Airfield Aviation Options Appraisal

Report

September 2011

BAE Systems

Filton Airfield Aviation Options Appraisal

298031 ITD ITA 01 E C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report 30 September 2011 Report

September 2011

BAE Systems

Building 330, Westcott Venture Park, Westcott, Bucks HP18 0NP

Mott MacDonald, Mott MacDonald House, 8-10 Sydenham Road, Croydon CR0 2EE, T +44(0) 20 8774 2000 F +44 (0) 20 8681 5706, W www.mottmac.com

Filton Airfield Aviation Options Appraisal

Issue and Revision Record

Revision Date Originator Checker Approver Description

A 02 Sep 2011 CJC, CW, GDR PK CW UNCHECKED First Draft

B 05 Sep 2011 CJC, CW, GDR GDR CW Incomplete First Draft

C 13 Sep 2011 CJC, CW, GDR GDR PK Final Report

D 16 Sep 2011 CJC, CW, GDR GDR PK Final Report

E 30 Sep 2011 CJC, CW, GDR GDR PK Final Report

This document is issued for the party which commissioned it We accept no responsibility for the consequences of this and for specific purposes connected with the above-captioned document being relied upon by any other party, or being used project only. It should not be relied upon by any other party or for any other purpose, or containing any error or omission used for any other purpose. which is due to an error or omission in data supplied to us by other parties

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.

Mott MacDonald, Mott MacDonald House, 8-10 Sydenham Road, Croydon CR0 2EE, United Kingdom T +44(0) 20 8774 2000 F +44 (0) 20 8681 5706, W www.mottmac.com

Filton Airfield Aviation Options Appraisal

Content

Chapter Title Page

Executive Summary i

1. Introduction 1

2. Airfield Location 2 2.1 Site Location______2 2.2 Changes to the Airfield Layout since 2007______4

3. Review of 2007 Report 6

4. Existing Airport Facilities 7 4.1 Brief Description______7 4.2 Runway ______9 4.3 Taxiways ______13 4.4 Aprons ______13 4.5 Terminal ______14 4.6 Hangars ______14 4.7 Air Traffic Control (ATC)______14 4.8 Rescue Fire Fighting (RFF) ______15

5. Aviation Activity at Filton 16 5.1 Introduction______16 5.2 Existing Airfield Users______16 5.3 Aviation Activity 2000 to 2010 ______17 5.4 Aviation Activity by Type______18 5.5 Marketing initiatives ______19

6. Demand for Air Passenger Services 21 6.1 Introduction______21 6.2 Air Passenger Demand in the Filton Catchment Area ______21 6.3 Capacity and Airports in the Southwest Region ______22 6.4 Bristol International Airport (Lulsgate) ______22

7. Demand for Business Aviation Services 27 7.1 Introduction______27 7.2 Demand for Business Aviation ______27 7.3 Key Attributes of a Business Aviation Airfield ______29 7.4 Business Aircraft Types ______30

8. Demand for General Aviation Facilities 33 8.1 Introduction______33

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

8.2 Gloucestershire Airport (Staverton) ______33 8.3 Cotswold (formerly Kemble) Airfield ______35

9. Maintenance, Repair & Overhaul Sector 36 9.1 Introduction______36 9.2 The MRO Market in the UK ______36 9.3 Analysis of MRO Suppliers______36

10. Demand for Cargo Services 38 10.1 Introduction______38 10.2 Air Express Operations______38 10.3 Air Mail Operations______40 10.4 Conclusions – Air Mail Hub ______42

11. Runway Based Development Options 43 11.1 Comparisons with other Airport Runways______43 11.2 Proposed Runway Length ______50 11.3 Runway Width ______52 11.4 Other Runway Considerations ______53 11.5 Taxiways ______53 11.6 Aprons ______53 11.7 Terminal Facilities______54 11.8 Technically Viable Options______54 11.9 Commercial Viability______55 11.10 Other Aviation-Related Uses ______55 11.11 Strategic Importance ______56

12. Options Matrix 57 12.1 Runway Based Options ______57

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Executive Summary

Runway Options Appraisal

This report provides an overview of the potential uses for the Filton Aerodrome runway and is primarily a study of the demand and technical issues. Terence O’Rourke is undertaking a parallel Planning appraisal.

Demand for Runway Related Uses

In this appraisal, we have considered the potential for aviation demand in the region and the proportion that might be met at Filton for:- Commercial air passenger Services; Commercial air cargo Services; Business Aviation Facilities General Aviation Facilities; Helicopter Facilities; and MRO Facilities The demand for commercial air passenger services is primarily being met at Bristol International Airport (Bristol Lulsgate) with some passengers in the catchment area also using Cardiff, Exeter, Birmingham, Bournemouth or the London Airports. Bristol Lulsgate is undertaking a programme of capacity expansion that should enable it to accommodate future demand. Thus, while the proximity of Filton to the City of Bristol itself, the M4 and M5 and Bristol Parkway rail station are valuable attributes, the need to use Filton to meet some of this demand is not compelling. Air freight demand for general cargo in the Southwest region is largely met by the London airports, notably , where there is a significant amount of capacity offered to a wide range of destinations. Demand for express air services from the region is mainly met at Nottingham , from which integrated air services are offered, by operators including DHL, to both short-haul and long haul destinations. There is insufficient local air cargo or air express demand to justify services from Filton.

298031/ITD/ITA/01/E 30 September 2011 i C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Demand for flown air mail services from Filton has effectively disappeared with the decision by the Royal Mail to cancel air mail flights at Bristol Lulsgate Airport. Business aviation flights (including the Airbus staff ‘air bridge’ shuttles to Toulouse and Chester) are currently operated at Filton and, if kept open, would probably continue. However, there is significant competition for this market offered at other airfields in the region, notably from Gloucestershire Airport, Bristol Lulsgate, and further away, Bournemouth, Exeter and Farnborough. It is unlikely that the demand for this type of activity would generate sufficient revenue to cover the cost of maintaining such operations. There is also a question mark over the quality and quantity of hangar space available to attract operators to base their aircraft at Filton. General aviation (GA) flights are currently operated at Filton and again, if kept open, will continue. However, there is significant competition for this market offered at other airfields in the region, notably from Gloucestershire Airport and Cotswold Airport. It is very unlikely that the demand for this type of activity would generate sufficient revenue to cover the cost of maintaining such operations. There is also a question mark over the quality and quantity of hangar space available to attract operators to park and maintain their aircraft at Filton. There are already helicopter operators based at Filton, notably the Police and Great Western Air Ambulance Service. There is also some demand for private and corporate helicopter operations. The demand for MRO services is global and the UK is at a competitive disadvantage in terms of, for example, labour costs with other world regions. There are a number of well-established MRO suppliers in the UK market and it is difficult to envisage how Filton could competitively market its product. BAE Systems has been attempting to attract clients but without success, apart from MK Airlines who undertook maintenance operations at the Airfield for around 7 years before going into liquidation. The use of the runway in support of aircraft manufacturing is also clearly another potential use and one that would be acceptable in planning terms. However, Airbus no longer has such a need and no other enquiries have been made from interested parties.

298031/ITD/ITA/01/E 30 September 2011 ii C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Runway Based Development Options

The existing runway at Filton has precision instrument approaches from both runway directions and is of sufficient length (2,300 m) to serve most aircraft types except wide-bodied aircraft on long-haul routes. At 91 m, it is approximately twice the minimum required width, but this only offers marginal operational benefits and increases its maintenance cost.

Filton is located close to the M4, M5 and M32 motorways with connections via the A38 and A4174 and it is also close to Bristol Parkway Station on the main London to South Wales rail line. For this reason, it has better surface access than Bristol Lulsgate Airport.

Current operations at Filton are daytime, Monday to Friday only. The flight path to the west is over largely undeveloped land, the industrial developments at Avonmouth and, after 6 km, over the Bristol Channel. The exceptions are a small number of houses starting 400 m northwest of the runway in Catbrain Hill and a larger group about 1 km to the west on Passage Road. To the east, there are a number of residential areas starting about 2 km from the airport (the “Stokes”) and some 5 km to 7 km east, near the extended runway centreline (the “Winterbournes” and Coalpit Heath). Further east the flightpath is largely over rural areas.

The runway has been used in support of aircraft manufacturing and development along with a small amount of general and business aviation. The capacity of the aircraft parking aprons and taxiways is very limited. Excluding the aircraft industry facilities to the southeast of the runway, the site is very limited in size. In addition, the North Field area to the north of the east end of the runway has been sold on and is now being developed for housing.

We have briefly considered the full range of potential runway based development options in this report. These include commercial passenger services, cargo, aircraft maintenance and manufacture to business and general aviation and helicopters. We have also considered the runway lengths and associated spatial clearances required in order to indicate what additional areas, if any, within the site might become available in support of such uses or for non-aviation uses.

298031/ITD/ITA/01/E 30 September 2011 iii C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Technical Appraisal

The limited size of the existing site, and the proximity of existing and new residential areas rules out any major development of the aerodrome for commercial air passenger services. Key development control decisions also support this.

Air cargo would require less apron space, but the runway length would not be suitable for long-haul freighter aircraft. Sufficient space will be required for cargo terminal(s) and freight forwarder facilities and suitable road connections to the Motorway network. Operations are likely to require a minimum of a daily service and most short-haul cargo operations would generate night movements, which would be a contentious environmental issue.

Business aviation use would require less apron and terminal space than air passenger services and a shorter runway may also be acceptable. Additional suitable storage hangar space would be required. It would require 7 day a week services over a longer operating day than is available at present. This is a technical possibility, but there needs to be sufficient demand and space for a viable development.

Other forms of general aviation are also technically possible and if it were not intended to also serve the larger business aviation aircraft, would require a much shorter runway. Operating hours may not need to be quite as long, but GA usually also includes flying training and any high frequency movements by small trainers are often considered a particular nuisance by residents, particularly at weekends.

Helicopter operations alone would require a much reduced area and could be developed if there is sufficient demand or, given the existing public service uses, as part of a corporate responsibility programme.

Ongoing use in connection with aircraft manufacturing and maintenance remains a practical use, but clearly the existing owners and past users no longer have such a requirement. In addition, they are not planning to relinquish their associated buildings on the site and so any new use would require related building

298031/ITD/ITA/01/E 30 September 2011 iv C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

space. Apart from in relation to the manufacture or maintenance of small aircraft, no such space exists.

The Brabazon Hangar is the largest building that is not required by Airbus or BAE Systems for their ongoing use of the Filton site. Its nature, size, condition and restricted access across the rail line to and from the runway combine to restrict its potential use in support of ongoing runway-based development. It remains suitable for past uses in support of aircraft manufacturing and maintenance. It would also be suitable for conversion as a cargo terminal with appropriate surface access. However, in its present condition, it does not meet the requirements for the storage of high value business aviation aircraft and would be too large and expensive to maintain as a storage hangar for small general aviation aircraft. The restricted access across the rail line means that the site is also unsuitable for any use involving high volumes of movements to and from the runway, which also makes it an unsuitable location for a passenger terminal.

In addition, no demand for such uses has been identified and it would still have to be commercially viable to keep the runway (or part thereof) in operation.

Closure is one thing - redevelopment of the site for other purposes is a separate matter, as this would prevent bringing the runway back into use. It is understood that the runway-related facilities have only ceased to be needed in the past year or so. Various investments have been made in the site in the period prior to BAE’s decision, demonstrating the speed of change.

Summary

There is now insufficient space to develop a commercial passenger airport and only limited space for cargo, maintenance or manufacturing operations, even if these generated an otherwise commercially viable development option and were acceptable on environmental grounds. Use by smaller general and business aviation aircraft may fit on the site, but this option may not generate sufficient income to purchase the site (or part of the site) and meet the development and operating costs.

298031/ITD/ITA/01/E 30 September 2011 v C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

All operations would increase the number of aircraft movements and thus the noise generated by those operations, which in most instances would also require an increase to the current operating hours.

We have also considered the facilities offers at Filton in comparison with those offered at the other aerodromes serving the region. Apart from its excellent location in relation to the Motorway and rail network and its proximity to the centre of Bristol, the runway at Filton does not offer any particular benefits and most of the potential traffic uses can be accommodated elsewhere in the region.

The existing owners no longer have sufficient need to keep the airfield in operation and are not anticipating a similar future need given the absence of any approach from interested parties before or since the announcement to close. We understand that the site has been marketed as a business and general aviation use for some time, but no interest has emerged.

Closure does not appear to have a negative impact on the prospects for ongoing aviation-related employment in the area and so we have been unable to generate a substantive case for keeping the runway in operation.

298031/ITD/ITA/01/E 30 September 2011 vi C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

1. Introduction

This report reviews the various aerospace and aviation options which have informed the decision to close Filton Airfield. The report covers the following points: 1. Why is the runway and airfield to be closed? 2. What aviation alternatives have been considered? 3. What will be the impact of closure of the Airfield on the aerospace industry in Bristol and the South West?

BAE Systems is known to be actively seeking an allocation in the South Gloucestershire Core Strategy for redevelopment of the Filton site for a mix of uses (primarily residential and employment). South Gloucestershire Council has also confirmed that in principle this redevelopment is acceptable.

The report examines the proposition that BAE has acted properly in terms of assessing the likely demands from the various sectors within the air transport industry to use the facilities located at Filton Airfield, and that BAE has investigated all options and concluded after due consideration to close the airfield.

It is understood that this report will be inserted as a Technical Appendix in a report to be produced by Terence O’Rourke.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 1 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

2. Airfield Location

2.1 Site Location

Filton Airfield is located approximately 4½ miles due north of Bristol city centre. The centre of the airfield is located one mile from junction 17 of the . The M4/M5 interchange is located a further three miles north along the M5. This confirms the Airfield has an important strategic location with regard to the national road network.

The London to South Wales and Bristol main-line railway passes within 1½ miles of the centre of the airfield. Bristol Parkway Station, located approximately 2½ miles from the centre of the airfield, is located on the mainline from London, just before a branch in the line to Bristol and to South Wales. The line branches southeast of the airfield, with the line to South Wales heading north-west under the Severn Estuary; the line to Bristol heading south and a freight line continues to the west, immediately south of the airfield, heading towards the industrial area of Avonmouth.

The location of Filton Airfield in relation to the city and surrounding transport infrastructure is shown below. The location of Bristol Lulsgate is also shown for information.

Location of Filton Airfield and Bristol International Airport

Reproduced by permission of Ordnance Survey® on behalf of The Controller of Her Majesty's Stationery Office. © Crown copyright. All rights reserved. Licence number 100026791

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 2 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Filton Airfield is located within close proximity to a number of residential areas, including Brentry and Southmead to the south and west, Filton to the south-east, Little Stoke and Stoke Gifford to the east and Patchway to the north-east.

The area also contains a large number of light and heavy industrial areas. The site around the airfield has a long association with the aviation industry. The Aztec West Business Park is located a short distance north of the airfield, close to the M4/M5 interchange.

Immediately north of the western part of the airfield is Cribbs Causeway Regional Shopping Centre. This is a large retail development covering an area of approximately 600,000 m2 (150 acres). A number of other retail and commercial outlets are located in the vicinity.

Immediately north east of the airfield is the Charlton Hayes development.

2.1.1 Regional Context

Filton Airfield exists along with several major commercial, military and private aviation facilities in the Southwest region of England.

Other Airports / Airfields in the Vicinity of Filton

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 3 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

2.2 Changes to the Airfield Layout since 2007

In 2007, Filton Airfield was configured with a different site boundary than the current boundary. Comparing airfield AIPs of 2007 and 2011 highlights the changes. These are primarily the reduction in the operating area and loss of Apron 4 to the northeast.

Filton Airfield Aerodrome Chart 2007

Source: UK AIP

The principle change has been the grant of planning permission for 2,200 homes and 14 hectares of employment/commercial space on land immediately to the north east of the airfield, now known as ‘Charlton Hayes’.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 4 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Filton Airfield Aerodrome Chart 2011

Source: UK AIP

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 5 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

3. Review of 2007 Report

A report produced for BAE Systems by Terence O’Rourke in July 2007 was accompanied by a similar review by Mott MacDonald of the aviation development options as evaluated at that time. The report concluded that large scale commercial aviation at Filton Airfield was not achievable given the airfield’s proximity to residential dwellings and implications with respect to noise, local amenity, environmental and transport impacts1.

The following aviation options were also explored and dismissed on the basis of being economically unviable:

 Ad hoc air freight;

 Air freight integrator (a restriction on night flying also limits this option); and,

 A high cost passenger operation.

It was recognised that there was potential for an increase in maintenance and training facilities on site and the growth of the aerospace industry was noted. However both options would require further exploration and issues remained in relation to noise for training activities and the level of potential demand for an increase in aerospace employment.

The report concluded that offering Filton Airfield for mixed use redevelopment represented the most feasible of options given due consideration. Whilst there is risk associated with this option and timescales will be long, both the planning and transport policy framework offers support.

It was stressed however that land promotion should commence in the short term to enable an allocation to be achieved in relevant planning policy.

______

1 Mott MacDonald contributed on aviation issues and options to the Terence O’Rourke report.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 6 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

4. Existing Airport Facilities

4.1 Brief Description

The runway, hangars and related aviation design, development and testing facilities are the principal assets at Filton. The red line shown below shows the approximate boundary, totalling c. 350 acres.

FIlton Airfield site plan

Source: Terence O’Rourke Ltd

The main hangar to the south of the runway has three bays and was built in 1948. It is known as the Brabazon Hangar and has an interesting history, being first built to enable the manufacture of the abortive Brabazon aircraft with its 8 piston engines and 70 m wingspan. Consequently, the three-part hangar and its doors are of exceptional size for its age. More recently, the site has been used in support of the production of various Airbus types including the A300, A320, A380 and A400M. We have been informed that the condition of the hangar has deteriorated and areas of the roof leak. Concorde was also developed

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 7 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

here and an example “Alfa Foxtrott” is now exhibited on a site south of the runway and to the west of these hangars.

The Filton to Avonmouth rail line passes between the runway and the Brabazon Hangar and uniquely, crosses the taxiway link to the hangar apron, which is on the south side of the hangars, via a level crossing. Although the rail line is only lightly used for freight traffic, this does limit movement between the Brabazon Hangar and the runway.

The Transitional Obstacle Limitation Surface (TOLS) associated with the existing runway limits the location and height of any developments along both sides of the runway. At present it commences at the elevation of the runway centreline at a horizontal distance of 150 m from the centreline and rises at a gradient of 1 in 7. However, the existing TOLS is penetrated by about 14 m by the Brabazon Hangar.

To the southeast of the site is the main industrial area containing the various aircraft design, manufacturing and testing facilities. Airbus is the principal occupant of this area. Broughton in North Wales is the location of the Airbus Wing Centre of Excellence, but Airbus also designates Filton as one of its Centres of Excellence, responsible for the design, engineering and support duties for wings, fuel systems and for landing gear testing and integration. Currently Filton has specific responsibility for wing design, assembly and equipping for the A400M military transport aircraft. These are exported to the assembly lines in France or Germany using a Beluga aircraft. Post-closure, the key change is that assembled wings will be exported via a short road trip to Avonmouth and then by sea using a specially designed vessel.

To the south of the Brabazon Hangar and apron is a golf course.

The south end of the industrial area has access via Golf Course Lane to the A38 and the M4 via the A4174. There is a secondary road access (Charlton Road) to the west of the golf course that passes through the Pen Park housing estate and over a tunnel on the Filton to Avonmouth line. This provides access to the Concorde display and the west end of the Brabazon Hangar.

To the southwest there is a large area of land that is mostly undeveloped. It is owned by a housing developer and is generally at a lower elevation than the runway. This is the largest area of undeveloped land that is adjacent to the runway and therefore potentially available to support any airport development. It is bounded to the south by the Filton to Avonmouth rail line and a substantial existing area of housing immediately to the south of that, so it is of finite

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 8 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

size. However, we have been informed that the owner is now proposing to bring this area forward for housing development, which means any aviation related use on this site would need to be promoted with the agreement of that owner in the very near future or the opportunity would be lost.

To the west is a single street of houses and a small number of commercial developments running along the east side of the A4018 (Cribbs Causeway).

To the north and west are another single street of houses, a number of motor retailers and a cinema, all south of Lysander Road. To the east of these is the “Cribbs Causeway” retail development.

To the east of the Cribbs Causeway retail development is the North Field site, which has been sold for housing development and is presently under construction and known as ‘Charlton Hayes’. This area is set back further to the north and a number of hangars, Apron 2, the recently relocated Apron 3 and the visual control tower are all located to the south of North Field, between it and the runway. Again, the position and height of the TOLS associated with the existing runway limits the location and height of any developments along this side.

Finally, to the east is the Royal Mail facility and the Fire Station, which are just north of the runway’s east end and Apron 1 and the existing Operations Building, which are slightly to the south.

There is the road access onto the A38 at this point and some surface vehicle parking. Access to Apron 2 and Apron 3 is across the operating area, which is unsuitable as a landside access route for the various development options that would retain operations north of the runway.

4.2 Runway

4.2.1 Runway Length

The usable paved length of runway is 2,467 m (there are additional unused paved areas at each end making the total length nearer 2,790 m). The thresholds are inset and the respective lengths used for landing and take-off in each direction do not include all the paved length. The declared distances for Runway 09 (west to east) are:

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 9 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

TORA2: 2,300 m, TODA3: 2,467 m, ASDA4: 2.300 m, LDA5: 2,125 m Threshold: Elevation 199 ft, Inset 175 m

The declared distances for Runway 27 (east to west) are: TORA: 2,300 m, TODA: 2,467 m, ASDA: 2.300 m, LDA: 2,060 m Threshold Elevation 185 ft, Inset 315 m

This length is classified by the CAA in CAP 168 as a Code 46 runway. It is a good useable length for nearly all operations by narrow-bodied7 (Code C8) aircraft and suitable in its location for operations by some wide-bodied (Code D or E9) types. It would be considered too short for commercial operations by Code F10 wide-bodied aircraft.

Take off weights and, of less significance, landing weights will be limited for many Code E wide-bodied passenger or cargo aircraft types using this runway. However, aircraft visiting for maintenance generally have a light payload and this length is thus suitable for many such potential movements.

4.2.2 Runway Width

The minimum width for a Code 4C runway is 45 m and for a Code 4E runway is 45 m plus two 7.5 m wide shoulders (or a total width of 60 m). The minimum for a Code 4F runway is 60 m plus two 7.5 m wide shoulders (or a total width of 75 m).

At Filton, the paved width is 91 m, which is much wider than the minimum required. This width offers some benefit when considering

______

2 TORA: Take-off Run Available, which the maximum distance available on the ground for a departure. Due to other safety factors, most aircraft only use only 60% of this. 3 TODA: Tale-off Distance Available, which is the maximum distance to climb to a height of 35ft above the runway. TODA = TORA + Clearway 4 ASDA: Accelerate and Stop Distance Available, which is the distance to the decision speed to take-off, abort and come to an emergency halt on the ground. ASDA = TORA + Stopway. 5 LDA: Landing Distance Available, which is the distance from the Threshold to the end of the length of runway available for landing 6 The CAA classifies runway length by the greater of TO DA or ASDA. Code 1 < 800 m, Code 2 >= 800 m and <1,200 m, Code 3 >=1,200 m and <1,800 m and Code 4 >= 1,800 m 7 Narrow-bodied aircraft has a single aisle, wide-bodied aircraft have two aisles. 8 Code C: ICAO & CAA classification for aircraft with a wingspan of <36 m 9 Code E: ICAO & CAA classification for aircraft with a wingspan of <65 m 10 Code F: ICAO & CAA classification for aircraft with a wingspan of <80 m

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 10 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

runway operations during periods of high cross-winds, but is not otherwise necessary.

A wide runway has no other operational advantages, but can be visually confusing to pilots and is more expensive to maintain and much more expensive to resurface than one constructed to, or nearer to the minimum width. Most development options would consider reducing the usable runway width.

For example, the useable width of the original and exceptionally wide pavement (228m) at Manston in Kent has been reduced to 61m for these reasons.

Reducing the operational runway width at Filton would require re- marking the pavement and re-locating the runway edge lights and some other navigational aids.

4.2.3 Vertical Profile

There is a rise in the central part of the runway’s vertical profile such that it does not provide the recommended 1,200 m forward visibility from a 3 m eye height. This also impacts on the extent of the runway visible to air traffic controllers in the visual control room. The western end and threshold are not visible.

The CAA could require this to be corrected prior to this runway being used for certain types of commercial operations.

We do not have details of this vertical profile to assess how it might influence which end of the runway were to be retained in the event that the length used were reduced. Forward visibility requirements reduce for smaller aircraft, but so does the required eye-height.

4.2.4 Comparison with other Runways serving the Region

The runway at Filton can be compared with the following dimensions of the other runways at commercial airports in the area.

Selected Runway Lengths at Other Airfields Aerodrome Nr Runway Paved Paved TORA LDA ILS Rwys Length Width Filton 1 Rwy 27 2,467 m 91 m 2,300 m 2,060 m Cat I Bristol 1 Rwy 27 2,011 m 45 m 2,011 m 1,881 m Cat III (Lulsgate) Cardiff 1 Rwy 30 2,392 m 46 m 2,354 m 2,301 m Cat I

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 11 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Aerodrome Nr Runway Paved Paved TORA LDA ILS Rwys Length Width Kemble 1 Rwy 26 2,009 m 45 m 1,724 m 1,574 m none Gloucester 4 Rwy 27 1,419 m 37 m 1,317 m 997 m none (Staverton) Rwy 22 988 m 34 m 988 m 900 m none Rwy 18 799 m 18 m 799 m 799 m none Exeter 1 Rwy 26 2,083 m 46 m 2,071 m 2,037 m Cat I Bournemouth Rwy 26 2,271 m 46 m 2,026 m 1,970 m Cat III (Hurn) Source: Mott MacDonald

From this table it can be seen that the length of the runway at Filton, while being a useful and comparable length to those at several other commercial airports in the area, is not exceptional and does not offer a unique facility for the region.

The width is exceptional, but as already discussed, is only of limited benefit and has the disadvantage that it increases maintenance costs.

4.2.5 Navaids

The runway has a standard 3 degree glideslope and is equipped with a Category I Instrument Landing System (ILS) at both ends. These approaches are supported by an NDB and DME. Runway 09 has a 470 m long, High Intensity approach light array with a single cross bar. Runway 27 has a 915 m long, HI approach light array with four cross bars.

These facilities are important for commercial aviation and the upper end of business aviation.

PAPI lights are provided on the left side of the runway for both directions of approach.

4.2.6 Runway Strip and Safety Areas

The instrument approach to a Code 4 runway requires a runway strip that generally extends 150 m each side of the runway centreline and 60 m beyond the end of TORA/ASDA and before and beyond the end of the LDA in each direction. The minimum runway end safety areas (RESAs) extend 90 m beyond this with a minimum width of twice the runway width, but the recommended RESAs for a Code 4C runway extend 240 m beyond the strip, with a width of 75 m each side of the extended runway centreline.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 12 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

At Filton, the runway strip extends 150 m each side of the centreline as required for a Code 4 instrument approach runway. There is however, only a relatively small area of land to the north and south of this strip and inside the site boundary, except for the area containing the hangars and industrial buildings to the southeast.

We have mentioned above that the Brabazon Hangar penetrates the transitional surface along the south side of the strip by approximately 14 m. Development along the either side of the runway would have a height limit determined by the transitional surface (TOLS) for a width of at least another 50 m. The current positions of the north and south side TOLS are related to the existing position and alignment of the runway centreline and the strip width. It might be possible to change these with some development options.

For Runway 09, the overrun Runway End Safety Area (RESA) is 65 m short of the 240 m recommended length.

4.3 Taxiways

There is no full length parallel taxiway, which would be aligned outside the runway strip. Short lengths of taxiway located towards the eastern end of the runway connect it to the existing aprons. These only have the capacity for a low frequency of aircraft movements. In addition, aircraft have to turn and backtrack along the runway prior to take-off or after landing. This also limits the runway’s movement capacity.

The site boundary limits the ability to improve the taxiway arrangement, particularly for Code C and larger aircraft types

4.4 Aprons

The existing aprons are limited in extent and size. Apron 1 is located just to the south at the east end of the runway and is adjacent to the Flight Operations Building and is the most active of the aprons used by visiting aircraft. It is also conveniently located for the south-eastern industrial enclave. Aprons 2 and 3 are located to the north of the runway, again towards its eastern end. Apron 2 is limited in size and not suitable to support any operations apart from those by relatively small numbers of small business or general aviation aircraft. Apron 3 has been recently reconstructed with reduced dimensions in front of the largest hangar in that area and has 4 aircraft parking positions.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 13 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

The limited ability to provide additional apron space within the existing site prevents most possible forms of airport development within the existing site boundary.

4.5 Terminal

The Flight Operations Building is a two-storey building, located at the east end of the airfield. It houses the passenger processing facilities (check-in, security, immigration, customs, etc.) along with the offices of the airfield management staff.

It can only support a low frequency operation and a low throughput of passengers. It may be possible to provide a suitable site for a new terminal supporting business and/or general aviation, but within the existing site, space does not appear available to provide the apron, terminal and landside facilities to support anything other than the occasional scheduled passenger service.

4.6 Hangars

Three hangars exist north of the runway. All are listed buildings. Hangar 1 (SGSMR 14601) and Hangar 2 (SGSMR 14602) at Filton Airfield date back to World War 1 and are statutory listed at Grade II, included in the List of Buildings of National Importance. Hangar 3, named in “The Local List for South Gloucestershire” as General Service Shed No.1, is locally listed. These hangars are old and in various states of disrepair. These hangars were listed due to their distinctive form of construction, being representative of their era.

As described earlier, the Brabazon Hangar located south of the runway was built during the 1940’s to enable the construction of the Bristol Brabazon aircraft, which was Britain’s first attempt at a non-stop trans- Atlantic airliner.

4.7 Air Traffic Control (ATC)

The Control Tower is located north of the runway, close to the intersection between taxiways Alpha and Bravo. Due to the limited height of the tower and the topography of the airfield, ATC personnel do not have a view of the whole length of the runway. The area west of approximately the runway mid-point is only visible by CCTV.

Any significant increase in air passenger services, or any development that shortened the runway and retained the western portion would need new ATC facilities.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 14 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

4.8 Rescue Fire Fighting (RFF)

The Fire Station is located north of the extreme east end of the runway. Fire coverage is provided up to RFF Category 6 during the weekday daytime operational hours, but reduces to RFF Category 1 during weekday evenings.

Due to the travel distance involved, any development that shortened the runway and retained the western portion may need a new fire station.

A Fire Training Ground is located north of the extreme west end of the runway and adjacent to this, an engine running bay has been provided. Retention of the facilities in this location could be inconsistent with any new development proposed for this area as a consequence of shortening the runway from its eastern end.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 15 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

5. Aviation Activity at Filton

5.1 Introduction

Potential aviation activity at Filton Airfield has not been constrained by any further decisions made on land use on and adjacent to the airport site since the publication of the Terence O’Rourke report in July 2007.

5.2 Existing Airfield Users

5.2.1 Airbus / BAE Systems

There are some regular staff and occasional equipment movements associated with the existing business operations of Airbus and BAE Systems and some staff and public relations uses. Airbus aircraft wing assembly and export continues with the Beluga aircraft.

An ‘air bridge’ service is currently operated to transport Airbus employees between Filton, Chester and Toulouse. Generally there are two flights each weekday in each direction between these (i.e. 8 runway movements at Filton). The service is operated on weekdays by bmi regional using a 49-seat Embraer EMB145 regional jet. A small Beechcraft Kingair 200 aircraft with 7 seats also provides an air link with BAE Systems facilities at Barrow-in-Furness using Walney Island Airport. This generally operates two round trips each weekday (i.e 4 runway movements at Filton) and may also provide a service to Farnborough. The air bridge is due to finish from Filton at the time of the planned closure of the Airfield in December 2012. These services will probably transfer to Bristol Lulsgate after that date.

5.2.2 Aeros

According to their website, Aeros at Filton operates between 8am-8pm Monday to Friday offering Private Pilot License (PPL), NPPL, IMC, Night Rating and AOPA Aerobatics Courses and self-fly hire. This gives members access to the company's 30 strong fleet, including Piper Senecas, Piper Arrows, Warriors and Cherokees as well as Cessna 152s, Robin 200's, 400's and a 2160i plus a Zlin242 and a Grumman Tiger, which is dispersed over a number of UK airfields.

5.2.3 Police and Air Ambulance

Western Counties Air Operations Unit is a consortium formed between the Avon and Somerset and Gloucestershire Constabularies. The unit operates an EC135 helicopter to serve the geographical area of the consortium and is available to assist neighbouring forces.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 16 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

The Great Western Air Ambulance is based in this area and through the recent consultation process expressed a wish to stay operating from this site, supported by a commitment from BAE to examine options to allow GWAA to maintain operations post-closure.

According to BAE, there were 2,640 helicopter movements attributable to the Police and Air Ambulance in 2010.

5.2.4 Bristol Aero Club

The Club offers private flight training and recreational aircraft hire on a non-profit basis. According to their website the Club owns one Piper PA-28 Warrior and one PA-28 Cherokee aircraft. Both aircraft are low wing, 4 seat and single-engine suitable for training and private hire to members. Each aircraft is equipped with dual controls and maintained under CAA regulations for training.

Professional training is provided from qualified instructors on a part time basis. This includes Trial Lessons, PPL training and more advanced training such as IMC and the Night ratings.

5.3 Aviation Activity 2000 to 2010

In the period from 2000 to 2010 the number of annual aircraft movements at Filton Airfield peaked at 33,000 movements in 2001 and has since declined to around 24,000 movements in 2010. The number of aircraft movements in intervening years has fluctuated, shown in the figure overleaf.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 17 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Annual Aircraft Movements at Filton Airfield 2000 to 2010

34 33

32 32 31 31

30 )

s 29 0 0 0 ( 28 28 s

t 28 n

e 27 27 m e v o M

26 t f

a 25 r c r i

A 24 24

22

20 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Source: BAE Systems

5.4 Aviation Activity by Type

In 2010, some two thirds of aircraft movements at Filton Airfield were General Aviation (GA), with one fifth Corporate/Business aviation.

Aircraft Movements by Activity at Filton Airfield 2007 to 2010

30,000 1,080 810

25,000 2,700 2,970 720

2,640 20,000 5,130 6,210 s t n

e 4,800 m e v o 15,000 M

t f a r c r i A 10,000 18,090 17,010 15,840

5,000

0 2007 2009 2010

General Aviation Corporate Helicopter Other

Source: BAE Systems Note: 2008 not included as breakdown by category unknown

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 18 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

The largest aircraft that use the airfield on an ad hoc basis are the Airbus A400M, Airbus Beluga and Airbus A380. The Filton Airfield Manager stated that these aircraft rarely operate. The Airbus A380 has visited Filton on one occasion during 2011 year-to-date, not for commercial activity.

The number of aircraft movements in the period from January to June 2011 was considerably less than the same period in 2010.

5.5 Marketing initiatives

5.5.1 Promotion and advertising

The South Gloucestershire local plan states that proposals for commercial air passenger services and commercial air freight services will not be permitted. This follows the rejected planning appeal fought by BAE in the mid 1990’s to expand the airfield into a commercial airport. BAE have been promoting the use of Filton within these constraints over recent years. Marketing activity to try to increase business at Filton includes:

 2007

o Airport brochure produced and sent to Business Aviation operators both in the UK and abroad

o Website (www.bristolfilton.co.uk) set up for ease of contact and advertising services available

 2008/2009

o Filton accommodated Royal Mail operations for approximately 9 months (out of normal hours) whilst they could not operate from Bristol Lulsgate

 2010

o Incentivised use of airfield for landing and training with based operators, military and business aviation users

o Increased management focus through further incentivisation to reduce costs and increase revenue

o Commenced a refurbishment programme of the airport facilities and ground equipment

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 19 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

 2011

o Worked with a business aviation company to provide a fixed based aviation operation at Filton

o Avon Fire Service to provide a helicopter service from Filton with trial carried out in May

o Attended the World Business Aviation trade Fair to promote the use of the airport and air traffic services

5.5.2 Pricing

A brief comparison of Landing & Navigation and Parking charges at similar and regional airports demonstrates that Filton offers competitive rates to customers.

Current (2011) Aeronautical Charges at selected airports Charges Airport Landing & Navigation Parking (after free period) Filton < 2.5 tonne: £26.00 per tn < 3.0 tonne: £15.50 > 2.5 tonne: £22.00 per tn Bristol Lulsgate < 3.0 tonne: £45.10 per tn < 30 tonnes: £15.00 + £1 per tn > 3.0 tonne: £17.65 per tn Cardiff 2.0 - 2.5 tonne: £30.50 per tn < 5.0 tonne: £16.00 2.5 - 3.0 tonne: £35.50 per tn Staverton 1.75 - 2.99 tonne: £36.75 < 3.0 tonne: £7.99 3.00 - 7.99 tonne: £21.00 per tn (Weekend rate: £15.00) Kemble 1.65 - 2.75 tonne: £24.50 per tn 1.65 - 2.75 tonne: £10.00 per night > 2.75 tonne: £19.20 per tn Source: Airport websites

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 20 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

6. Demand for Air Passenger Services

6.1 Introduction

This section of the report reviews current and future developments at Bristol (Lulsgate) Airport that are examined to assess the extent to which it can continue to meet the demand for air transport services from Bristol and the surrounding region, in the light of planning permissions granted.

In their response to the Public Consultation the Airport Manager of Bristol Lulsgate has offered the airport to Airbus as an alternative base for the corporate operations they currently maintain at Filton.

6.2 Air Passenger Demand in the Filton Catchment Area

To determine whether the demand for commercial air passenger services in Filton’s catchment area is being met, it was necessary to examine the origin/destination of terminating passengers (on commercial services) at other airports. To do this required analysis of CAA Passenger Survey data for the main airports in southwest England, together with London Heathrow Airport, to determine where terminating passengers are originating from and destined for.

Demand for Commercial Air Passenger Services for Airports in Southwest England

BRIST Total OL 6 LULS % of % of % of % of % of % of Airpor (000s) GATE total CWL total EXT total BOH total BHX total LHR total ts

Passenger Survey Year 2008 2008 2008 2005 2006 2008 Avon 2,973 81% 35 1% 12 0% 5 0% 40 1% 608 17% 3,673 Cornwall 173 38% 4 1% 110 24% 1 0% 4 1% 167 36% 459 Devon 540 30% 16 1% 718 40% 9 0% 15 1% 519 29% 1,817 Dorset 87 10% 2 0% 26 3% 269 31% 3 0% 471 55% 858 Gloucester shire 313 32% 25 3% 1 0% 2 0% 289 30% 345 35% 975 Somerset 716 71% 11 1% 46 5% 7 1% 7 1% 215 21% 1,002

Source: Latest available CAA Origin-Destination Passenger Survey

In Filton’s immediate catchment area, a high proportion of terminating passengers originating in or destined for Avon and Somerset use Bristol Lulsgate, with a third of passengers from/to Gloucestershire also using this airport. In what can be described as Filton’s secondary catchment area – much further afield – around one third of passengers from/to Devon and Cornwall also use Bristol Lulsgate.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 21 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

6.3 Capacity and Airports in the Southwest Region

The main commercial aviation facility proximate to Filton Airfield is Bristol Lulsgate, located south of the Bristol conurbation. Gloucestershire Airport (Staverton) is a major General Aviation and Business Aviation facility in the area, located some 40 minutes away 11 up the M5 Motorway.

6.4 Bristol International Airport (Lulsgate)

6.4.1 Aircraft movements at Bristol

According to CAA airport statistics reported in the public domain, the number of annual commercial air transport movements (ATMs) at Bristol Lulsgate peaked in 2006 at almost 66,000 ATMs. In 2010, this number had declined to just below 54,000 ATMs, symptomatic of the economic and financial downturn that affected UK aviation activity from mid-2008 onwards, and mirroring the trend in total UK airport traffic.

Aircraft Movements at Bristol Airport Total aircraft Commercial Business Aeroclub Other movements ATMs & Air Taxi & Private 1997 59,547 29,739 1,807 24,698 3,303 1998 61,582 31,780 1,865 24,136 3,801 1999 62,072 32,966 2,020 22,159 4,927 2000 63,252 34,842 1,343 23,312 3,755 2001 69,854 40,947 1,849 23,218 3,840 2002 72,152 45,829 1,980 21,473 2,870 2003 74,635 49,548 2,032 20,236 2,819 2004 77,956 54,793 1,286 18,702 3,175 2005 84,289 61,311 2,701 17,630 2,647 2006 84,583 65,825 114 16,307 2,337 2007 76,428 58,741 59 16,244 1,384 2008 76,517 60,068 134 15,079 1,236 2009 70,245 53,796 40 14,925 1,484 2010 69,134 53,788 35 13,527 1,784 Source: UK CAA

The number of annual terminal passengers peaked in 2008 at 6.2m. In 2010, this number had declined to just above 5.7m passengers, again ______

11 Calculated from AA Route Planner

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 22 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

the decline due to the economic and financial downturn that affected UK aviation activity from mid-2008 onwards.

Terminal Passengers at Bristol Airport Scheduled Charter Total 1997 709,451 876,969 1,586,420 1998 812,414 1,001,823 1,814,237 1999 864,542 1,101,227 1,965,769 2000 985,264 1,140,250 2,125,514 2001 1,457,108 1,216,121 2,673,229 2002 2,116,433 1,298,920 3,415,353 2003 2,577,267 1,309,473 3,886,740 2004 3,311,595 1,291,511 4,603,106 2005 3,886,817 1,312,403 5,199,220 2006 4,335,941 1,374,281 5,710,222 2007 4,529,227 1,354,629 5,883,856 2008 5,033,055 1,195,601 6,228,656 2009 4,687,008 928,192 5,615,200 2010 4,822,437 900,745 5,723,182 Source: UK CAA

Bristol Lulsgate currently has some transatlantic services, albeit few. The airport predominantly serves domestic and European destinations, with 98% of its network comprised of short-haul routes. This dominance of short-haul routes is reflected in the mix of aircraft types using the airport.

Aircraft Types Using Bristol Lulsgate Aircraft Type Percentage Share Airbus A319 38.7% Boeing 737-800 17.3% Boeing 757 11.3% Airbus A320 10.6% Source: Air Transport Intelligence (week 10 to 16 August 2011)

All of the aircraft types listed in the table above are narrow-bodied and typically used for short and medium haul operations.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 23 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

6.4.2 Forecast Demand at Bristol Lulsgate

The Bristol Lulsgate Master Plan 2006 to 2030 produced in November 2006 included high level forecasts of air traffic demand for passengers and air transport movements to inform the airport’s short- and long-term development plans.

A summary of the demand forecast is as follows:

Table 6.1: Bristol Lulsgate Passenger Forecast Passengers 2005 2010 2015 2020 2025 2030 (000’s) Domestic 1,401 1,638 1,851 2,156 2,497 2,809 International 3,798 5,057 6,225 7,115 8,315 9,668 Total 5,199 6,695 8,076 9,271 10,812 12,476 Source: Bristol International Airport Master Plan 2006 to 2030

Commercial passenger throughput at Bristol Lulsgate is predicted to increase at an average annual rate of 3.2% between 2010 and 2030. The predicted throughput of 6.7m passengers in 2010 can be compared to the actual throughput in that year of 5.7m passengers. In the Department for Transport’s latest Air Passenger & CO2 forecasts, passenger traffic at all UK airports is forecast to grow at an average annual rate of 2.6% between 2010 and 2030.

Table 6.2: Bristol Lulsgate Air Transport Movement Forecast Aircraft Type 2005 2010 2015 2020 2025 2030 Turboprop 11,666 9,888 11,433 13,596 6,695 3,399 Small Regional Jet 11,864 12,978 11,948 12,978 15,759 9,888 Large Regional Jet 4,725 7,210 8,652 10,815 12,566 25,338 Small Jet 27,858 37,286 43,363 42,436 46,041 46,659 Medium Jet 4,175 5,047 4,120 6,592 12,978 17,407 Widebody Jet 0 824 3,090 3,399 4,532 5,665 Total 60,288 73,233 82,606 89,816 98,571 108,356 Source: Bristol International Airport Master Plan 2006 to 2030

Large Regional Jets, Small Jets and Medium Jets are expected to provide the majority of growth in commercial aircraft movements up to 2030, with an expected decline in turboprops and small regional jets.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 24 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

6.4.3 Proposed Short-term Developments

With the forecast in mind, a planning application for the development and expansion of Bristol Lulsgate was accepted by North Somerset Council in May 2010. The enhancements will allow BRISTOL LULSGATE to handle 10 million passengers per annum by 2019/20.

The core developments12 are summarised below:

 Expansion of the existing terminal building to just over double its current overall floor area, including an increase in check-in desks (48 to 67) and an increase in security machines (7 to 12).

 A two level extension to the Western Apron Walkway, serving six aircraft stands.

 A two level Eastern Apron Walkway, serving eight aircraft stands.

 A two level Eastern Apron Pier serving four aircraft stands.

 Expansion of the aircraft parking apron to provide a total of 33 aircraft stands.

 Two multi-storey short-term car parks, one with four levels and one with five levels. Together these will have a capacity for approximately 3,850 cars.

 Long stay car parking for approximately 12,000 cars.

 The uppermost floor of one of the car parks will accommodate a public transport interchange for buses and taxis.

 A new three-storey administration building, with a floor space of 4,800 square metres, will be constructed.

 A new underground fuel storage depot will be constructed within the vicinity of the western perimeter of the north side car park.

______

12 Source: Bristol International Airport website: http://www.bristolairport.co.uk/about-us/our-future/development-plans/development- summary.aspx

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 25 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

 Various and miscellaneous improvements and amendments to internal access road layouts, drainage systems, landscaping, runway ends and taxiways.

The planned developments will be phased according to demand and will occur incrementally over time.

With these short-term developments Bristol Lulsgate is well equipped to accommodate forecast increase in demand for commercial passengers and aircraft movements.

6.4.4 Proposed Long-term Developments

The Master Plan identifies no necessity for any runway extensions in the period up to 2030, as it is considered that future use of the airport in terms of aircraft types can be supported by the existing runway length, although consideration is given to the potential expansion of certain taxiways to accommodate future aircraft types such as the Boeing 787.

Furthermore, future developments in aircraft and engine performance and design will lead to less onerous runway length requirements for longer-range aircraft types such as the B787 and Airbus A350, potentially allowing a greater network of longhaul destinations to be served from Lulsgate, and thus accommodating any likely growth in demand for international longhaul operations in the catchment area.

Also under consideration for future development is a second passenger terminal facility and increased apron capacity.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 26 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

7. Demand for Business Aviation Services

7.1 Introduction

Filton Airfield currently handles Business (Corporate) Aviation activity and has the physical potential to develop this business segment, subject to future demand.

7.2 Demand for Business Aviation

Business aircraft are used by individuals and companies, from people flying single-engine, piston-powered airplanes, to personnel from the largest multinational corporations, many of which own or lease in fleets of multi-engine, turbine-powered jet aircraft and some employing their own flight crews, maintenance technicians and other aviation support personnel.

Many large companies use business aircraft to transport personnel and priority cargo to a variety of company or customer locations. Often business aircraft are used to bring customers to company facilities for factory tours and product demonstrations. While the overwhelming majority of business aircraft flights are conducted on demand, some companies operate corporate shuttles, which essentially are in-house airlines. As previously mentioned, a corporate air bridge shuttle service is operated at Filton to transport Airbus employees to sites in Chester and Toulouse. The Airport Manager at Bristol Lulsgate has indicated that the airport can accommodate the air bridge service from 2012.

Although the majority of business aircraft are owned by individuals or companies, corporate enterprises also use business aviation through arrangements such as chartering, leasing, fractional ownership, time- sharing agreements, interchange agreements, partnerships and aircraft management contracts. Increasingly business aircraft are becoming "lifestyle" aircraft, at the core of the way that some high net worth individuals run their businesses and lifestyles.

The most important benefit of business aviation is the increased productivity of personnel. Companies that fly general aviation aircraft for business purposes can control virtually all aspects of their travel plans. Schedules can be flexible, and business aircraft can be flown to more destinations than are served by the scheduled airlines.

Business aircraft are productivity multipliers that allow passengers to conduct business en route in complete privacy while reducing the stress sometimes associated with travelling on commercial airlines. Business aircraft have an impressive safety record that is comparable to that of the major airlines.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 27 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

The main benefits of business aircraft include:

 Saving employee time: Business aircraft can be flown non-stop between airports close to where people want to go without the delays of main airport hubs.

 Increasing productivity en-route: Rather than writing off travelling time as lost, studies have shown productivity on business aircraft is higher than in the office.

 Efficient, reliable scheduling: The almost total flexibility inherent in operating business aircraft is a powerful asset. It is business that determines the schedule rather than the airlines.

 Personal safety: Turbine powered business aircraft flown by professional crews have a safety record comparable to that of the largest scheduled airlines. There is increasing evidence that this has become an increasingly important factor post the terrorist attacks in the US in 2001.

 Increasing enterprise: Business aircraft allow opportunities especially those in remote regions to be more readily considered and acted upon. Studies have put access to business aviation in the top three drivers for business relocation decisions.

 Projecting a positive corporate image: Using a business aircraft shows a company to be progressive with a keen interest in efficient time management and high levels of productivity.

Most business aviation activity in the UK is concentrated on airports and airfields in London and the South East. This is due to London’s role as a major global commercial and financial centre. Also, according to an edition of National Statistics publication, Regional Trends –

“The gross value added (GVA) per head of population for the UK as a whole was £20,357 in 2009. London had the highest regional GVA per head of population at £34,200; followed by the South East with £20,923. (Source: Regional Economic Activity Statistical Release December 2010.)

London and the South East contributed around 35% of the total UK GVA in 2009. By contrast, the South West contributed around 8% of UK GVA.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 28 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Therefore Bristol and the West of England are less important attractors for general and business aviation than London and the South East. There are, apart from Bristol, a number of other important financial and commercial centres in the West of England, including Gloucester, and Exeter that would lead to a dispersal of business aviation demand around the West of England region.

There are a number of airports and airfields in the West of England that are relatively uncongested and which would compete with Filton for the general and business aviation segment, most notably Bristol Lulsgate, Gloucestershire Airport and Exeter. However, none are as well located as Filton to serve Bristol, which is the economic centre of the West of England.

7.3 Key Attributes of a Business Aviation Airfield

The key attributes of a business aviation airfield are:

 A main runway of at least 1,300 m with around 2,200 m being necessary for the full range of business jet types in operation in the UK (See paragraph 11.1.2.9 below);

 An Air Traffic Management facility either ATC, FISO or Air Ground Radio according to the scale and type of usage envisaged;

 Navigation aids such as a non-directional beacon or a VOR / DME, preferably Category 1 ILS and radar;

 Fire and rescue cover;

 A flight briefing facility for pilots to access weather, NOTAMS, AIS information etc.;

 Access to customs and immigration and special branch cover;

 Appropriate airfield lighting to meet the operational requirements for night operations and, in the case of operations under low visibility approaches including Instrument Meteorological Conditions (IMC) approach lighting;

 A reception building;

 Well presented, maintained and suitably equipped hangars;

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 29 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

 Maintenance facilities;

 A secure, fenced off operational area with appropriate signage;

 Specialist ground handling agent;

 Local hotel, restaurant and taxi services;

In addition, the most successful business aviation airfields work with their local communities to establish good relations through identifying noise minimising routes, switching the direction of circuit traffic for training purposes and holding regular consultation on key issues.

7.4 Business Aircraft Types

Most corporations that operate business aircraft use modern, multi- engine, turbine-powered jets, turboprops or turbine helicopters that are certified to the highest applicable transport-category standards. Aircraft built specifically for business use vary from four-seat, short-range, piston-powered aircraft to two- and three-engine corporate jets that can carry up to 19 passengers nearly 7,000 miles non-stop. Some companies use airline-type jets, such as regional jets, the Boeing BBJ and the Airbus A319CJ. Helicopters are also often used for business transportation. A new class of business aircraft, called very light jets (VLJ) has recently entered into service.

The British Business and General Aviation Association (BBGA)13 estimates that there are over 8,000 GA aircraft in the UK representing more than 90% of the civil aircraft registered in the country. This figure includes 390 UK based business aircraft, of which 261 are jet aircraft and 129 turbo prop aircraft. In addition, there are around 400 aircraft based in the UK engaged on air taxi work.

Most of the demand for general and business aviation in the UK is met by airfields in London and the South East. Analysis of CAA data shows that the most important airports / airfields in the UK in 2010 were:

______

13 The British Business and General Aviation Association represents the interests of member companies and overseas affiliates at local, national, European and international levels; supporting and promoting the growth and well-being of Business and General Aviation in the United Kingdom.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 30 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

UK Airports Business Aviationmovements in 2010

25,000

20,000 s t n e m e v 15,000 o M

n o i t a i v A

10,000 s s e n i s u B 5,000

-

h n ill t y lt s n th r n h s s h w m d n rd g to H i o d e u te to rg e ic o a e a o ou u C th n de o s i l u n w g h st M f r L in n r la r m e F b r r s g n f x o g o o id e e c h in ve o l a in ta o O b ig d N b n n d n N G e rn B n M A r a E I rm S sl a o st ou i I F L a M B E B

Source: UK CAA (airport websites for Farnborough and Northolt figures)

The government decided in February 2011 to allow to cater for up to 50,000 flights each year, almost twice the current annual limit of 28,000 flights. The decision was predicated on the fact that the economic benefits would outweigh the harm from pollution, noise and risk of an accident.

7.4.1 Growth Prospects

The UK Department for Transport’s central forecast of growth in international business travel to and from the UK is around 5.4% per annum. However, the demand for business aviation is susceptible to the vagaries of the global financial and economic situation.

A number of factors are causing the growth in demand for business aviation. These include the growth of fractional ownership schemes as typified by NetJets, the fractional ownership arm of the Barclay Hathaway Group. In addition, there is evidence of a growth in the use of business aviation both in terms of "lifestyle" and the number and variety of specialist aircraft available, particularly Very Light Business Jets (VLJ) that are opening up a significant market to new customers.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 31 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

7.4.2 Conclusions – Business Aviation

 Most Business aviation activity in the UK is concentrated on airports and airfields in London and the South East. This is mainly because of London’s role as a major global commercial and financial centre.

 Access to the airports and airfields serving London is becoming more difficult due to conflicting uses and planning restrictions on activity levels, but a significant ATM cap increase at Farnborough in 2010 will relieve capacity pressure in the short term.

 The South West of England is not as economically important as London in terms of attracting business aviation. It has a smaller market and the region has several available airports with capacity and appropriate facilities to accommodate business aviation.

 The other important financial and commercial centres in , e.g. Gloucester, Exeter and Bournemouth tend to disperse business aviation demand to other airports and airfields in South West England. Most of these airports are relatively uncongested and can compete with Filton for this business segment, meaning in reality that Filton Airfield would serve Bristol and possibly Bath only.

 Filton meets most of the operational criteria for becoming a business aviation centre of excellence. However, there would be a requirement to provide an enhanced Business Aviation Terminal, which could be created from an existing building on the Filton site. Filton currently has adequate apron parking, but limited appropriate hangar space or the facilities to support the needs of the corporate aviation market. The condition of the existing hangars at Filton is likely to be of concern given the requirement for the owners of business aircraft for modern, well-equipped facilities.

 The current corporate shuttle operated on behalf of Airbus is likely to move to Bristol Lulsgate after the closure of Filton Airfield in December 2012.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 32 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

8. Demand for General Aviation Facilities

8.1 Introduction

General Aviation activities encompass private flying, aerial work and recreational flying involving all types of aircraft.

There are a number of General Aviation facilities located close to Filton Airfield, the most important of these being Gloucestershire (Staverton) Airport and Bristol International Airport (Lulsgate).

8.2 Gloucestershire Airport (Staverton)

8.2.1 Current activity

Aircraft Movements at Gloucestershire Airport in 2010

Movements Total Aircraft Aero club Private Test & Business & Commercial Training Air Taxi ATMs Gloucestershire 67,788 39,535 13,400 9,969 1,085 1,701

Source: UK CAA Airport Statistics

8.2.2 Historical activity

Total Aircraft Movements at Gloucestershire Airport 1990 to 2010

Source: UK CAA Airport Statistics

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 33 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Since peaking in 2005 at 90,000, aircraft movements have declined each year to the current level of around 67,000 in 2010.

The reduction in demand at Staverton since 2000 mirrors the overall decline in General Aviation activity at all UK airports in this time period.

General Aviation Movements at All reporting UK Airports 2000-2010

1,000 927 921 892 900 821 834 830 800 771 741 ) s ' 0

0 700 670 0 ( 628 s t n

e 600

m 524 e v

o 500 M

n o i t a

i 400 v A

l a

r 300 e n e G 200

100

- 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Source: UK CAA Airport Statistics Note: General Aviation includes Aeroclub and Private Flight movements

8.2.3 Operations

Scheduled services are operated from the airport by regional carrier Manx2.com to Belfast, the Isle of Man and a seasonal service to Jersey. (Source: Manx2.com timetable as of August 30th 2011)

8.2.4 Developments

Recent developments at Gloucestershire Airport include planning permission to proceed with an extension/enhancement of its Runway End Safety Areas (RESA) allowing the airport to comply with safety regulations, and equipping the main runway with Instrument Landing System (ILS) to enable operations in adverse weather conditions.

The airport is operational 7 days a week, but is closed at night.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 34 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

8.3 Cotswold (formerly Kemble) Airfield

This airfield is also relatively close, being located around 6 miles southwest of and was purchased from the MOD in March 2001 by a private individual. Cotswold Airport is a CAA licensed airfield with a number of flying clubs. The Airport also offers hangarage and maintenance facilities and would compete for part of the potential catchment demand.

Cotswold is a leisure airfield specifically targeting 'enthusiasts' within the GA community by offering a mix of competitive charges and excellent facilities, including a restaurant. The airfield was recently voted 'Airport of the Year' in Flyer Magazine. As well as catering for leisure flying, events are organised year-round for the local community. These include the annual Kemble Air Day, the Mobility Road Show and the Great Vintage Flying Weekend.

In contrast, Filton is an airfield designed to cater for a number of segments within the aviation market. This includes the GA / leisure market but this only ranks as a secondary activity to provide additional revenue streams. The size and nature of Filton Airfield mitigates against it being able to offer the same attractions to private flyers as those currently provided at Cotswold.

Cotswold does not report to the CAA and thus passenger and aircraft movement data is not available in the public domain.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 35 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

9. Maintenance, Repair & Overhaul Sector

9.1 Introduction

In the global MRO market North America has the largest regional market share with the highest growth area being Asia. The MRO industry is expected to be principally dominated by emerging markets, so for example Latin America is growing rapidly with labour rates some 25% below those of North America. The Middle East continues to grow faster than many other regions in both commercial and business aviation.

Global spending on MRO in Europe was estimated to be around $12bn in 2008, which is forecast to increase to $12.8bn in 2013.14

9.2 The MRO Market in the UK

According to a report by ADS, maintenance, repair and overhaul sales in the UK were worth around £6bn in 2010.

9.3 Analysis of MRO Suppliers

A key consideration for Filton is the current competitive environment of the MRO supply market. In determining competitor activity it is important to consider the trends relevant to Filton which will affect future demand for MRO services.

With a cost structure of 70% labour, airframe heavy maintenance costs are very sensitive to labour rate differentials. Aircraft can be maintained globally and this work is tending to move to low-cost labour regions. For the European heavy maintenance market, this means a growing migration to Eastern Europe and the Middle East. The scale and scope of MRO suppliers will become increasingly important as established third party providers (such as Lufthansa Technik) begin to leverage low- cost sources for heavy maintenance, adding further momentum to the trend of globalisation.

Low cost carriers typically outsource their maintenance requirements, but at the same time are beginning to design maintenance programmes that achieve high aircraft utilisation and minimise the time spent on the ground. This is leading to the growth of the available maintenance market. However, they will expect that more maintenance work will be

______

14 Source: Frost & Sullivan: MRO Global Outlook, May 2009

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 36 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

conducted at their bases of operation, where access to hangars at key airports will be required.

Europe & Middle East Region -Top Ten MRO Suppliers 2007with UK Locations

Source: Mott MacDonald analysis

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 37 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

10. Demand for Cargo Services

10.1 Introduction

An air freight / express facility will need to operate 24 hours a day and six or seven days a week, with most of the activity performed at night, i.e. after 11pm. Therefore the key requirements for an express / integrator / air freight / air mail hub are the ability to handle aircraft movements during the night, with the need for road feeder vehicles to access the site throughout the night.

The other key attributes are: -

 Strategic location – the hub should be within a 2 hour drive of major industrial, commercial and business centres;

 Enabling air express operators to provide the shortest door to door delivery transit times in Europe;

 Excellent road access facilities;

 Extensive aircraft take-off and landing capacities;

 Sufficient apron parking;

 Availability of local labour.

It will also be necessary for an organisation to make the initial investment. An express sorting & operating facility will require state-of- the-art radio frequency devices, automatic freight sorting systems provided by conveyors, and a storage area for cargo loading devices and unit load devices.

10.2 Air Express Operations

The UK air express industry provides an increasingly important service. This is demonstrated from the review of air freight traffic growth at UK “express airports”, defined as Nottingham East Midlands, London- Stansted, London-Luton, Belfast International and Edinburgh airports compared with other “non-express” airports such as London-Heathrow, London-Gatwick, Manchester and Glasgow-Prestwick.

There is no established air express operating base in South West England, due to its peripheral location within the UK. Much of the air express demand from the South West is likely to be met from Nottingham East Midlands Airport, given the motorway links from South West England to the Airport. The travelling time by road from Bristol to

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 38 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Nottingham East Midlands Airport is just over 2 hours. The Figure below compares the growth of air freight traffic at the express airports between 2000 and 2010 compared with non-express airports:

Air Freight Traffic at UK Airports 2000 to 2010

2,500

2,000 ) s e n n o

t 1,500

s ' 0 0 0 (

t h g i

e 1,000 r F

r i A

500

- 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Non Integrator 1,899,627 1,724,287 1,731,004 1,715,234 1,815,672 1,777,475 1,734,769 1,759,583 1,742,418 1,535,040 1,775,877 Integrator 425,797 432,038 474,866 502,856 564,511 594,195 589,414 574,315 548,295 520,169 554,724

Source: UK CAA

The figure above confirms that air freight traffic at integrator airports has grown at an AAGR of 2.7% between 2000 and 2010 while non- integrator airports have seen an AAGR of -0.7%. Overall, the average annual growth of air freight traffic at all UK airports was flat at 0% between 2000 and 2010.

In 2000, air freight handled at express airports accounted for 18.3% of air freight traffic handled at all UK airports; in 2010, the market share of air freight handled at express airports had increased to 23.8%, albeit reduced from a peak of 25.1% in 2005.

As part of the UK consultations leading to the production of the “Future of Air Transport” White Paper in December 2003, air freight forecasts were produced for both express and standard air freight. In the August

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 39 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

2011 freight forecasts the DfT stated that: It is assumed that total air freight tonnage (driven by GDP) will grow again from its 2010 level in line with the forecasts produced for the 2003 White Paper.

Table 10.1: UK Unconstrained Freight tonnage Growth Rates (% per annum) 1998- 2000- 2005- 2010- 2015- 2020- 2025- 2000 05 10 15 20 25 30 Express 20.0 17.4 13.8 11.0 8.7 6.9 5.5 Standard 6.0 5.6 5.0 4.4 4.0 3.5 3.1 Total 8.9 8.9 8.4 7.5 6.3 5.5 4.6 Source: UK Air Freight Study: MDS Transmodal for DETR (May 2001)

Table 10.1 clearly demonstrates that at the time of the production of the forecast express freight was viewed as, by far, the main driver for traffic growth through to 2030.

Although the absolute forecast growth rates now appear optimistic for both express and standard air freight, the relationship between the respective growth rates can still be regarded as realistic, i.e. express growth was forecast to be 3.1 times greater than standard air freight growth between 2000 and 2005, reducing to 2.5 times greater between 2010 and 2015 and 1.8 times greater between 2025 and 2030.

10.2.1 Conclusions – Air Express Hub

There is no established air express hub in South West England and it is difficult to justify the need given that the UK air express industry has developed successfully to date without one;

Filton would need to accommodate both night flights and supporting services by road feeder vehicles. On environmental grounds alone this would arouse considerable public debate and opposition. The difficulty in such a debate would be to prove the need.

10.3 Air Mail Operations

UK air mail operations are based at the Royal Mail International building at London Heathrow. Heathrow, together with Gatwick and Manchester are the main airports handling international air mail traffic.

The Post Office’s domestic air network, Skynet operates to ensure that millions of letters reach their destination the day after posting. Skynet is a network of flights at night operated through Royal Mail "hub" airports Monday through Friday, with a smaller Sunday operation. These hub airports are (from North to South): - 298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 40 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

 Inverness

 Aberdeen

 Edinburgh

 Newcastle

 Belfast International

 Liverpool

 Nottingham East Midlands

 Stansted

 Bristol (services ceased in January 2011)

 Exeter

 Bournemouth

Trunk routes, including Stansted to Edinburgh, Nottingham East Midlands to Belfast International; Newcastle to Stansted and Nottingham East Midlands to Edinburgh are operated using a containerised operation which enables a quick turnaround time for the aircraft. Many of the trunk routes are timed to feed into a network of smaller aircraft. Some routes are operated in their own rights as stand alone with no connecting traffic with others operating as a feeder service.

Air Mail Traffic (tonnes) at UK Airports Airport 2005 2006 2007 2008 2009 2010 HEATHROW 83,612 79,517 82,256 85,608 71,264 78,320 NOTTINGHAM EAST MIDLANDS 25,580 25,980 27,951 30,866 31,508 30,470 STANSTED 17,767 17,018 21,568 32,325 30,574 27,851 EDINBURGH 24,699 14,550 26,608 36,714 28,219 23,726 BELFAST INTERNATIONAL 13,451 11,982 11,457 11,970 13,192 14,162 BOURNEMOUTH 5,199 5,496 10,328 9,702 9,977 9,384 NEWCASTLE 7,820 7,885 8,483 10,901 9,758 9,062 GATWICK 9,306 8,019 5,588 4,663 4,530 4,555 EXETER 5,295 5,546 4,991 4,213 3,854 3,745 BRISTOL (services ceased January 2011) 4,931 2,788 2,904 4,496 3,979 3,498

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 41 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Airport 2005 2006 2007 2008 2009 2010 GUERNSEY 2,606 2,718 2,799 2,924 2,906 3,234 ISLE OF MAN 2,499 2,296 2,279 2,251 2,295 2,557 JERSEY 439 1,328 1,865 1,843 1,746 1,944 MANCHESTER 2,483 1,309 765 813 523 636 Source: CAA UK Annual Airports Report 2010

The Royal Mail has located its South West (SW) Regional Centre at Patchway, adjacent to Filton Airfield. The sorting office - the biggest in the South West - processes some 6 million items of post a day and employs around 1,200 workers.

10.4 Conclusions – Air Mail Hub

 The Royal Mail has located its SW Regional Centre in Patchway, adjacent to Filton Airfield.

 The location of Filton close to motorway junctions, provide it with the ideal location to handle air express and air mail traffic.

 Filton has previous experience of operating mail flights at night when the runway at Bristol Lulsgate was closed. There is no longer any night mail flights operated from Bristol Lulsgate. We understand from industry sources that Royal Mail ceased air mail operations at Lulsgate due to consolidation of UK operations (at East Midlands Airport, primarily), and economic and environmental concerns which made trucking operations more viable than air transport from Bristol.

 Filton would need to accommodate both night flights and supporting services by road feeder vehicles. On environmental grounds alone this would arouse considerable public debate and opposition.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 42 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

11. Runway Based Development Options

In this chapter, we briefly examine a wide range of options for developing the site that include continuing aircraft operations from the runway, albeit that the runway is reduced in length in some instances.

We have not examined any options that increase the runway length in this appraisal. Those that shorten the runway will release some land for use in support of those aviation operations and/or for non-aviation uses. Full permanent closure would release all the land.

11.1 Comparisons with other Airport Runways

We have looked at runway provision at selected other UK airports in relation to the nature of their operations. The chosen airport runways have limited, or specific types of air traffic operations. These give an indication as to the runway requirements for Filton, were it to be developed to provide for similar types of traffic.

11.1.1 Short-haul Commercial Traffic

The demand for facilities to serve this market has been considered above in Chapter 6 above. This section just considers the runway requirements and we quote the declared TORA of the main runway for comparison purposes.

11.1.1.1 Bristol (Lulsgate)

TORA 2,011 m

Its runway length is suitable for Code C short haul commercial jet and turboprop operations. The principal narrow-bodied aircraft types from the Airbus A320 family and the Boeing B737 family can operate here on routes into the UK and Europe. This means that this runway is suitable for short-haul routes operated by full service airlines, charter operators and low cost carriers. The airport has also historically had scheduled operations by Boeing 757 aircraft to New York. Currently charter flights are flown to Orlando and Cancun.

Some payload restrictions may apply for some aircraft types and/or on hot days.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 43 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

11.1.1.2 Jersey

TORA 1,645 / 1,706 m

Its runway length is suitable for Code C regional commercial turboprop and jet operations. Payload/range may be limited for some larger jet types. However, long range is generally not a requirement for commercial passenger services from Jersey because most routes are into the UK, France or Holland.

11.1.1.3 Guernsey

TORA 1,463 m

Its runway length is suitable for Code C regional commercial turboprop operations. Bombardier Q300 and Q400 types and ATR 42 and ATR72 are the most common passenger types presently in operation. The BAE 146 jet also operated here in the past, but this type is no longer considered sufficiently economic to operate by many airlines and it is also no longer in production.

The principal narrow-bodied aircraft types from the Airbus A320 family and the Boeing B737 family cannot operate here on routes into the UK and Europe without a significant payload limitation. In addition there is insufficient demand for low cost carriers, or for other airlines with aircraft of this seating capacity, to operate into Guernsey.

The runway has also been assessed by flybe as unsuitable for its Embraer 195 type, but is suitable for its recently introduced EMB 175 aircraft.

This gives an indication as to the commercial and technical operating limits of this particular runway length.

11.1.1.4 Southampton

TORA 1,723 m

This is a Code 3C runway and its runway length is considered less than required by the owners and some operators, but any extension is limited by the available site dimensions.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 44 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

It is principally used by flybe using Bombardier Dash 8 Q400 turboprops and Embraer 195 jets. Boeing 737 series, BAE Jetstream 41 and ATR42 turboprops also operate from this runway.

Operations by Boeing 737 series and Airbus A320s aircraft would still be payload limited and generally to an unacceptable extent on commercial grounds.

11.1.1.5 London City

TORA 1,319 m

This is designed as a Code 2C runway, although it does not meet the CAA’s current definition of that classification. It is used for Code C short-haul commercial jet and turboprop operations. It has a steep 5.5 degree glide slope on the approach at both ends of the runway and the numerous tall office buildings of Canary Wharf are located relatively close to the west end of the runway.

Aircraft types operating at London City currently include the Embraer EMB170, EMB190, Fokker 50 and Airbus A318 but the runway length is limiting for some aircraft types that use the airport.

The principal narrow-bodied aircraft types from the Airbus A320 family and the Boeing B737 family cannot operate here apart from the A318, which has been certified for use.

Due to its proximity to the financial district and centre of London, it is well used and airlines operating into LCY can charge a premium fare. This means that they can tolerate any payload restrictions that apply, particularly on hot days.

LCY also has a significant business aviation operation, but as with the commercial pilots, special training is required to handle the steep approaches.

At Filton, a similar Code 2 runway with a TORA of around 1,400 m would have reduced spatial requirements, lower capital costs and slightly lower operating costs. It would also release land for operational and non-operational purposes. However, as discussed elsewhere in this chapter, a runway with TORA of <1200 m would not be capable of handling the same range of aircraft as those handled at LCY. It is not considered likely that the CAA would be prepared to license such an operation at Filton, unless the TORA was <1200 m, even if the steep glide slope at LCY was not adopted at this site.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 45 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Air services at Filton are also unlikely to attract sufficient numbers of passengers prepared to pay similar premium fares to make such a specialised operation commercially viable in London.

11.1.1.6 Plymouth

TORA 1,108 m

This is also a Code 2C runway and has been principally used just by one airline, Air Southwest, operating Bombardier Q300 turboprops specifically purchased for the purpose.

This airline was recently sold to Eastern Airlines who have just ceased operations at Plymouth. As a consequence, the aerodrome itself is now under notice of closure.

The runway length is constrained by the dimension of the site. An extension would require acquisition of several commercial properties at the runway end and a business case could not be developed to fund the total cost.

This demonstrates that passenger operations from a runway of this length are unlikely to be commercially viable – particularly if there is limited demand and no high-end traffic to support the proportionately higher operating costs.

Sutton Harbour Group, the airport's operator, announced its intention to close the airport earlier this year. It is understood that the closure of the Airport will go ahead in December 2011, after councillors accepted it was no longer viable. Air Southwest, the airport's sole airline stopped flights in July 2011, saying Plymouth routes were no longer financially viable.

11.1.1.7 Conclusions

A runway length of at least 1,800 to 2,200m would be needed for the full range of short-haul commercial passenger and cargo operations. This is sufficiently close to the existing runway length to also conclude that it would be inappropriate to reduce its length unless necessary to provide supporting facilities. If that is a requirement, we would suggest that any length less than 1,700 m (and preferably not less than 1,800 m) would be unacceptable in terms of the aircraft types that could operate in this market.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 46 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

A Code 2C runway (limited to 1,199 m by current CAA requirements) is not likely to be viable for this use, due to the limited number of aircraft types that could operate from a runway with such a length. The failure of Plymouth Airport is particular evidence of this.

However, all such options would still require adequate taxiway, apron and support facilities, which as discussed elsewhere, may not be possible within the existing sire boundary. Instrument approaches would be necessary for air passenger and commercial cargo operations.

In addition there are the previous planning decisions that would not permit the development of such operations unless the case for doing so was a very strong one and in the local and national interest.

Commercial air passenger services are therefore not considered a viable option at Filton, even though the runway is long enough.

11.1.2 Business and General Aviation

The demand for facilities to serve this market has been considered above in Chapter 7. The following aerodromes have paved runways and are known for serving the business aviation or light general aviation markets (or both).

11.1.2.1 Farnborough

TORA: 2,000m / 2,063 m

This is the main business aviation operation in the South of England. Many of the other airports with paved runways in the region are heavily utilised by commercial aviation and business and general aviation operations are either very restricted, or even prohibited at those airports.

The full paved length is 2,440 m long, which includes recent runway extension and starter strips. It has significantly inset thresholds in response to the obstacle limitation surface restrictions. Temporary thresholds are utilised for the biennial Airshow operations (unlicensed) to increase landing distances.

The runway length just meets the needs of operators of large and long- range business jets.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 47 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

11.1.2.2 Biggin Hill

TORA: 1,778 m / 1,670 m and 792 m / 792 m

This is the third largest business aviation operation in the South of England, which also serves a significant GA presence. It has a Code 1 cross-wind runway for this reason.

NB: Luton is the second largest UK airport in the business aviation sector, but its runway length (TORA: 2,160 m) is determined to serve the short and medium-haul LCC and charter passenger markets.

11.1.2.3 Gloucester (Staverton)

TORA: 1,271 m / 1,317 m, 988 m / 988 m and 799 m / 799 m

The nature of the operations at Gloucester has been discussed in Section 8.2 above. It primarily serves the general and business aviation markets. These include flight training and air taxi operations.

Gloucester has three short paved runways and a grass runway. The existing main runway is a Code 2 runway with associated clearances. It has recently improved its Runway End Safety Areas and been allowed to retain a TORA, TODA and ASDA > 1,199 m. Even then, its length is known to limit operations by many types of business jets.

Cessna 500/550 series are the most common jets operating. Only the smaller types of business jets (bizjets) can take-off with an unrestricted payload.

Manx2 operate a small number of regional passenger services into Gloucester. They use specialised STOL turboprop aircraft (such as the 17/19 seat Dornier 228 or Let 410) that carry a small number of passengers.

11.1.2.4 Kemble (Cotswold)

TORA: 1,724 m

The airfield is used for General Aviation and Corporate activity. Kemble is home to several flying clubs and training schools. Hangarage and maintenance facilities are available on site.

Lack of Navaid provision means operating hours are restricted.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 48 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

11.1.2.5 Blackbushe

TORA: 1,237 m

This is used by a mixture of business and general aviation operations.

Again, only the smaller business jets can operate here, but nearby Farnborough serves the larger end of the business aviation market.

There are no scheduled air services.

11.1.2.6 Shoreham

TORA: 960 m / 916 m, 877 m / 877 m and 408 m / 534 m

This is predominantly a busy general aviation aerodrome.

Some scheduled services operate in small aircraft to nearby airports in France and the have operated to the Channel Islands (CI) but these are limited in size and numbers and the CI services have ceased.

The runway length restricts commercial and business aviation operations.

11.1.2.7 Fairoaks

TORA: 813 m

This is predominantly a general aviation aerodrome with nearby Farnborough and Blackbushe serving the business aviation market.

11.1.2.8 Denham

TORA: 686 m / 728 m

Although the main runway is paved, this is also predominantly a general aviation aerodrome.

11.1.2.9 Conclusions

We conclude from these comparisons that a runway length of at least 1,700 to 2,100m would be needed for the full range of business aviation operations. This is sufficiently close to the existing runway length to conclude that it would not be desirable to reduce its length unless necessary to provide supporting facilities or enhance the business

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 49 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

case. If that is a requirement, we conclude that any length less than 1,300 m (and preferably not less than 1,500 m) would be unacceptable in terms of the business aviation aircraft types that could operate.

A Code 1B runway (limited to 799 m by current CAA requirements) would be suitable for general aviation use by private pilots and their training, although a Code 2B runway of 900 m in length might be preferable for some light aircraft types.

The upper end of the Code 2 range (1,199 m) would be longer than required for most private owners and flying training, but too short for many business aviation operations.

An instrument approach would be very desirable if it is intended to serve the upper end of business aviation. Instrument approaches are not generally provided at airports serving private flying, but often, if paved, the main runway will be lit.

11.2 Proposed Runway Length

We have not considered any options that would require the length of the paved runway to be increased, so as to increase the range of commercial wide-bodied operations that could take place. This is because the land is not available for the necessary supporting infrastructure and we anticipate that such options would not be acceptable on planning grounds.

Uses that retain the existing runway length or only require a shorter length have been considered. A shorter runway will release some of the site for aviation and/or non-aviation uses.

The runway length required entirely depends on the intended ongoing use or uses.

The existing runway length is perfectly suitable for operations by narrow-bodied commercial passenger or cargo jets and turboprops. It is insufficient for most commercial wide-bodied operations, although as its past history proves, it is suitable for positioning movements by lightly loaded wide-bodied aircraft. The instrument approaches are also a valuable provision.

It follows that its existing length is also suitable for business and general aviation movements and the existing ILS equally useful.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 50 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

There are many options that could reduce the length of the runway in use. However, these would also require significant investment to replace the markings, signage, ground lighting and the ILS, if the latter capability is to be retained.

If shortened, the length of runway retained would almost certainly be located at either at the east or west end and not be a central portion of the existing runway. That selection would depend on a combination of meeting the land requirements for the airfield operations intended, minimising the capital development costs and maximising the use and value of the non-aviation development opportunities for the remaining land. The vertical profile of the runway may also be a determining factor.

Shorter runway lengths would be adequate for business aviation and general aviation purposes. The length provided depends on the types of aircraft that are intended to be served, with the largest business jets still requiring lengths in the 1,800 m to 2,100 m range. This would remain a Code 4 runway requiring a 300 m wide strip for instrument approaches and approach and take-off obstacle limitation surfaces (OLS) with a 2% gradient.

Runways with take-off lengths of between 1,300 m and 1,700m remain useful in serving the bizjet market and can also be used by some types of commercial regional jets and turboprops on short haul passenger routes. The shorter the runway, the shorter is the list of aircraft types that can operate. These lengths would be classified as Code 3 runways and if provided with instrument approaches, have the same runway strip width and obstacle limitation surfaces as those required for the longer Code 4 instrument approach classification. This category therefore requires the same strip width and similar clearances around the runway and would not release much land for airport or other development uses.

Reverting to a visual approach runway would reduce the required strip width from 300 m overall to 150 m overall. While this would deal with penetrations of the obstacle limitation surfaces, the runway would no longer be considered suitable for commercial services, or the more valuable business aviation operations.

There is a substantial step change in the required strip width and the approach and take-off climb obstacle limitation surfaces between Code 2 and Code 3 runways. The strip width for a Code 2 instrument runway halves to 150 m overall and the approach and take-off OLS have respective gradients of 3.33% and 4%. Consequently, a reduction

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 51 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

to a Code 2 classification would release land within the aerodrome for airport or other development uses. It may even be appropriate to relocate the runway centreline to enhance the developable area.

In CAP 168, the CAA classifies a runway by the greater of TODA and ASDA with the dividing line between Code 2 and Code 3 at 1,199m. Therefore, the disadvantage of a Code 2 runway is that it would only be suitable for private GA, initial pilot training and commercial operations by the smaller end of the business/executive jet aviation market.

As discussed above, Gloucester’s main runway is classified as Code 2 for legacy reasons yet it has a TODA of 1,319 m. Even at this length it still struggles to meet the needs of business jet operations.

A shorter Code 1 runway (<800 m long) would only be suitable for light general aviation aircraft, a few specialised STOL turboprops and helicopters. Multiple runways are also a common requirement at such airports due to the sensitivity of light aircraft to cross-winds.

In the absence of fixed-wing operations, helicopter operations only require one or more short Final Approach and Take Off (FATO) areas and the dimensions of the operating part of the airfield would reduce considerably. Just a short length (150 m to 300 m) of retained or new runway would be more than adequate for this. A cross-wind FATO may also be beneficial.

11.3 Runway Width

There are no options that require the existing 91 m runway width. We would assume that that this width would be retained for all development options that retained the existing runway length, but only until the runway needed to be resurfaced or the ground lighting replaced. At that time its width would almost certainly be reduced to the minimum required and the edge lighting brought in within the existing paved area.

However, regardless of its condition, the runway width may have to be reduced from the outset for development options that shorten the runway, particularly the shorter of those options, where the existing 91 m width would be inappropriate, with the potential to confuse pilots on the approach and touch down phases of flight.

Because of the existing width, there is an opportunity to displace the runway centreline to the north or south if that permitted a more useful development of the site. However, this would probably result in a drainage cross-fall and the strip width required must still be achievable

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 52 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

within the site boundary. The transitional obstacle limitation surfaces along each side of the runway would also move. Unless the strip width was reduced, this may result in new or increased penetrations and thus be unacceptable. In addition, such a move would also require considerable investment to replace the markings, signage, ground lighting and the ILS localiser.

11.4 Other Runway Considerations

The vertical profile is sub-standard and the view from the VCR is limited, the Brabazon Hangar penetrates the existing transitional OLS on the south side. The ILS equipment might require replacing or improving. In licensing the aerodrome for any more frequent air passenger operations, the CAA might require all or some of these issues to be corrected. This would require considerable investment.

In addition, the runway is constructed from 6 m square concrete slabs and offers a “bumpy” ride, particularly for small aircraft.

11.5 Taxiways

High frequency services would require enhanced taxiway provision to deliver and collect aircraft from the runway ends. This is usually achieved by providing a full length parallel taxiway, although partial taxiways and end loops can increase the available runway movement rate. Providing sufficient space at Filton within the existing site for such taxiway enhancements is not possible, which rules out options that need this.

Taxiway development would be restricted to that required to connect any new aprons to the runway length remaining in use. This limits viable runway-based development options to those with fairly low peak movement and throughput rates.

11.6 Aprons

Commercially viable options require sufficient aircraft parking apron space. This is essential to park and service passenger and freighter aircraft. Again only limited space is available for apron development within the existing site and this again will rule out options that have a high stand demand and/or the need to park large aircraft.

The only land definitely available for apron development is on the north side at the east end of the runway. That is restricted in area, but it would be increased if the overall runway strip width was reduced from

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 53 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

300 m to 150 m and the runway centreline displaced to the south. Such a change may also allow some apron development to take place on the north side towards the west end (i.e. between the runway and the developments south of Lysander Road).

11.7 Terminal Facilities

Providing for commercially viable air passenger or cargo operations requires sufficient space for terminals, vehicle parking and other surface access facilities. With the limited space available on the existing site such requirements may rule out such options.

Business aviation requires a small terminal facility and private light aviation would still require some supporting accommodation. As discussed above, a shorter runway with reduced strip width, possibly with a displaced runway centreline, could allow for a small apron and terminal facility to be developed at various points on the north side. The existing terminal is unlikely to be in a suitable location, or of a suitable size or quality.

Redevelopment of The Brabazon Hangar site would provide some space for the smaller development options, but access across the railway line is limited. Otherwise the only locations are the areas around Aprons 2 and 3, a narrow strip to the northwest or acquiring the undeveloped land to the southwest.

11.8 Technically Viable Options

Due primarily to the restricted site, surrounding developments and planning history, the following are considered the only technically viable operations, either separately or in any combination:- 1. Uses similar to the existing support for aircraft manufacture and maintenance 2. Business Aviation 3. Private General Aviation 4. Helicopter Operations

Options 1 and 2 above would retain the existing runway length or be shortened to no less than 1,700 m. The width would be maintained until it became necessary to re-surface the runway, when it would be reduced in width, probably to 45 m.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 54 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Option 3 would reduce the runway length to 800 m to 900 m. If combined with business aviation, then this would attract more use and income, but this combination would need an absolute minimum length of 1,300 m and preferably a retained runway length in the range 1,500 m to 1,700m. The width would be reduced in all these cases.

Helicopters on their own would only require a short FATO of between 150 m and 300 m, but if combined with the above Options 2 or 3 would use the runway so provided.

A combination of all of the above would generate the most income.

11.9 Commercial Viability

It is beyond the scope of this short study to undertake a full analysis of the potential commercial viability of the runway-based development options we have identified. The location and extent of each development option would also have to be devised before costs could be estimated. However, we can use our experience in the industry to give an indication of how each option might fare, given the need for capital works, the operating requirements and required operating hours.

In addition, there are some potential uses where the needs of users are in support of other commercial operations such as aircraft maintenance, in which case the viability of the business as a whole has to be considered and not just the airfield operation. This again is outside the scope of this study.

11.10 Other Aviation-Related Uses

Given the aviation heritage associated with the Filton site and the existence of a Concorde on static display, an aviation museum might have support. Bristol also has a good track record in this general area in developing its Historic Docks, including the SS Great Britain and its Harbour Festival.

We see these as a possible complementary additional use and revenue generator, but not one that could sustain the airport on its own. We are also mindful that current financial constraints would make such a project difficult to successfully promote at this time. It has recently been announced that resources supporting the Harbour Festival have been cut, exemplifying this problem.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 55 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

11.11 Strategic Importance

We are not aware of any issues of strategic importance that would be part of a case to keep the runway in operation.

The primary local benefit is in the employment the aviation manufacturing sector has brought to the area and the local planning authorities would wish to see those high value jobs continue. If aviation employment on the adjacent site(s) is to continue and the tasks no longer require the provision of the runway, then this too would not be part of a case to keep the runway open.

Obviously some existing users will have to be displaced, but these are small in number and on their own could not support the cost of continuing operation.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 56 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

12. Options Matrix

12.1 Runway Based Options

In conclusion, we have briefly examined a wide range of runway-based development options for the Filton aerodrome from a commercial airport, such as Lulsgate down in scale to just a heliport.

These may be grouped together as follows:-

12.1.1 Commercial Passenger Airport

The runway is of adequate length (except for long-haul services), but the size of the surrounding land is inadequate to accommodate the required taxiway, apron, terminal and other support facilities, there is insufficient demand and it would be unacceptable on planning grounds,

12.1.2 Commercial Cargo Airport

The runway length is only suitable for short-haul services, there is insufficient demand and it would be unacceptable on planning grounds,

12.1.3 Aircraft Manufacturing or Maintenance

The runway length is suitable and it would be acceptable on planning grounds, but there is no identified demand,

12.1.4 Business and General Aviation Airport

The runway length could be shortened and it may be acceptable on planning grounds, but there is insufficient demand,

The following table outlines all the various aviation options that retain a runway in one form or another. This matrix outlines each concept and the relative merits of each of those options.

The descriptions in the table are necessarily brief. See relevant paragraphs for fuller explanation.

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 57 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Runway-based Development Option Matrix Opt Description Runway Runway Aircraft Dev Demand Technical Planning Dev/Op Viable Lengths Width Type Required Costs Opt? 1 Long Haul As Existing Pref: 60m Code E Taxiways Low Site boundary Rejected in High/ NO Passenger TORA:2,300 Existing 91m Wide Apron limits taxiway, the past High Terminal Air Services ASDA:2,300 not required Body apron and Unlikely to be Twys, Landside LDA:2,060 facilities accepted aprons, development terminal (Preferably and hence is 7 day, 16hr Longer) Ops required and impractical access 2 Short Haul As Existing Min: 45m Code C Taxiways Low Site boundary Rejected in V High/ NO Passenger TORA:2,300 Existing 91m Narrow Apron Handled limits taxiway, the past High Air Services ASDA:2,300 not required Body Terminal at apron and Unlikely to be Twys, Landside LDA:2,060 Lulsgate facilities accepted aprons, and other development terminal and hence 7 day, 16hr airports Ops required and capacity access 3 Regional As Existing Min: 45m Code C Taxiways Low Site boundary Rejected in High/ NO Passenger TORA:2,300 Existing 91m Narrow Apron Handled limits taxiway, the past High Air Services ASDA:2,300 not required Body Terminal apron and Landside at Unlikely to be Twys, LDA:2,060 facilities (smaller Lulsgate accepted aprons, and other development terminal than Opt 2 and hence 7 day, 16hr above) airports Ops required and capacity access 4 Long Haul As Existing Pref: 60m Code E Apron Very Low Rwy length Unlikely to be Med/ NO Cargo TORA:2,300 Existing 91m Wide Terminal limits payload accepted Low (Brabazon Air Services ASDA:2,300 not required Body Site boundary 7 day Ops & Aprons, Hangar, but LDA:2,060 limits Night flying terminal poor development landside required and area and thus access access) capacity 5 Short Haul As Existing Pref: 45m Code E Apron Low, Site boundary Unlikely to be Low/ Maybe if Cargo TORA:2,300 Existing 91m Narrow Terminal but good limits accepted Low demand (Brabazon Air Services ASDA:2,300 not required Body Motorway development 7 day Ops & Aprons, exists Hangar, but LDA:2,060 access are and thus Night flying terminal poor capacity landside required and access) access 6 Aircraft As Existing Pref: 45m Code C Aprons Previous Site boundary Acceptable Low/ YES, if Maintenance TORA:2,300 Existing 91m or E Hangars use by limits Limited Op Low new or ASDA:2,300 not required Narrow (re-use Airbus, development user Brabazon) hours Manufacturg LDA:2,060 or Wide but no are and thus exists Body Landside known alt capacity user 7 Business/ As Existing Min: 45m Code C Aprons Low Site boundary May be Med to Maybe if Executive TORA:2,300 Existing 91m Narrow Terminal limits acceptable High/ demand Hangars Aviation ASDA:2,300 not required Body development 7 day, 16hr Med exists Landside LDA:2,060 area and thus Ops required capacity

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 58 Appraisal Report Ev1.doc Filton Airfield Aviation Options Appraisal

Opt Description Runway Runway Aircraft Dev Demand Technical Planning Dev/Op Viable Lengths Width Type Required Costs Opt? 8 Business/ TORA:1,700 Min: 30m Code B Runway Low Rwy length May be more Med/ Maybe if Executive ASDA:1,700 Existing 91m or C Aprons OK for most acceptable Low to demand Terminal Aviation LDA:1,300 width not Narrow types 7 day, 14hr Med exists Hangars acceptable Body required Landside Site boundary Ops limits capacity 9 Business/ TORA:1,300 Min: 30m Code B Runway Low Rwy length May be more Med/ Prob- Executive ASDA:1,300 Existing 91m or C Aprons limits types acceptable Low ably Not Aviation LDA:1,300 width not Narrow Terminal Site boundary 7 day, 14hr Hangars acceptable Body required Landside limits capacity Ops 10 Business/ TORA:1,199 Min: 23 m Code B Runway Low Rwy length May be more Low to NO Executive ASDA:1,199 Existing 91m Narrow Aprons limits most acceptable Med/ Aviation LDA:1,199 width not Body Terminal Bizjets Low Hangars 7 day, 12hr acceptable Ops required Landside Limited other Instrument aircraft types strip width Narrower strip 150 m offers more support space 11 General TORA: 799 Min: 18m Code A Apron Low Rwy length Flight training Low/ Maybe if Aviation ASDA: 799 Existing 91m or B Terminal Staverton excludes circuit noise Low demand Classrooms Bizjets unpopular exists With Pilot LDA: 799 width not offers acceptable Hangars Training (No ILS) Landside good Various 7 day, 12hr Visual strip facilities possible Ops required width 60 m 45 mins locations on (training can away site exclude weekends) 12 General TORA: 799 Min: 18 m Code A Apron Low Rwy length May be more Low/ Prob- Aviation ASDA: 799 Existing 91m or B Terminal Staverton excludes acceptable Low ably Not width not Hangars offers Bizjets 7 day, 12hr Without Pilot LDA:799 Landside acceptable required Training (No ILS) good Use without Ops Visual strip facilities training will be width 60 m very low 13 Helicopter FATO only Apron Probably No difficulties Likely to be Low/ Maybe Terminal Low Operations required Low Various acceptable Hangars possible Landside 7 day, 12hr locations on Ops, but site 24hr Ops may be required for emergency services Source: Mott MacDonald

298031/ITD/ITA/01/E 30 September 2011 C:\DOCUME~1\col30911\OTLocal\PIMS LIVE\Workbin\586684F3.0\Development Options 59 Appraisal Report Ev1.doc

Planning 01202 421142 Everdene House Design [email protected] Deansleigh Road Environment www.torltd.co.uk Bournemouth BH7 7DU