Newquay Cornwall Airport Masterplan 2008 – 2030
Table of Contents
List of Figures...... iv List of Tables...... v
1.0 Introduction Purpose of the Masterplan...... 1.1 Scope of the Masterplan ...... 1.1 A Guide to the Masterplan...... 1.2 Monitoring and Updates ...... 1.3
2.0 Our Vision for Newquay Cornwall Airport Introduction ...... 2.1 Vision Statement for Newquay Cornwall Airport ...... 2.1 The Aims for the Airport ...... 2.1
3.0 Policy Context Introduction ...... 3.1 The Planning Policy Framework – A Changing System...... 3.1 National Policy Context ...... 3.1 Regional Planning Policies ...... 3.9 Local Authority Policies ...... 3.11 Permitted Development ...... 3.14 Development Applications ...... 3.14
4.0 Newquay Cornwall Airport in 2008 History of Newquay Cornwall Airport ...... 4.1 Current Airport Configuration ...... 4.2 Operational and Commercial Development of the Airport ...... 4.4 Competitive Landscape...... 4.4 Passenger Profile ...... 4.6 Passenger Growth ...... 4.10 Operational Safeguarding...... 4.12 The Transition Project...... 4.15 Securing the CAA Licence...... 4.17 Summary...... 4.17
5.0 A Sustainable Approach to Development Introduction ...... 5.1 The Need for an Airport to Serve Cornwall ...... 5.2 Why Newquay Cornwall Airport? ...... 5.3 Potential Constraints ...... 5.4 Potential Opportunities for Future Development ...... 5.6 Conclusion ...... 5.10
6.0 Passenger and Traffic Forecasts Introduction ...... 6.1 Passenger Market Developments...... 6.1 Passenger Forecasts...... 6.4 Other Business Opportunities ...... 6.7 Implications for Infrastructure ...... 6.9 Infrastructure Demand Forecasts ...... 6.10 Conclusion ...... 6.11
7.0 The Current Five Year Airport Development Plan (2006 – 2011) Introduction ...... 7.1 The Interim Development Strategy (IDS)...... 7.1 Growing the Business ...... 7.7
8.0 Site Development Opportunities Introduction ...... 8.1 Northern Triangle Zone...... 8.2 Waterfront and Treloy Zones ...... 8.3 Airport Business Park ...... 8.5 Summary ...... 8.6
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9.0 South Side Development Zone Introduction ...... 9.1 Educational Development Area ...... 9.2 Eastern Gateway Development Area...... 9.4 Ancillary Business Development Area ...... 9.4 Renewable Energy Developments...... 9.5 Passenger Terminal Area ...... 9.6 Summary...... 9.6
10.0 Phased Approach for Passenger Growth Introduction ...... 10.1 Airport Closure ...... 10.2 Phase 1: North Side Development...... 10.3 Phase 2: South Side Integrated Complex ...... 10.6 Summary...... 10.10
11.0 Sustainability Appraisal of the Masterplan Developments Introduction ...... 11.1 Approach to Strategic Environmental Assessment (SEA) ...... 11.1 Appraisal of the Phased Terminal Development...... 11.3 Mitigation...... 11.9 Conclusion ...... 11.10
12.0 Funding and Finance Introduction ...... 12.1 Investment Profile of Newquay Cornwall Airport...... 12.2 Short-Term Capital Programme (2009-2012) ...... 12.3 Medium-Term Investment Programme (2012-2018)...... 12.3 Convergence Funding ...... 12.4 Opportunity for Private Investment ...... 12.5 Financial Impacts of Different Development Options...... 12.5 Conclusion ...... 12.6
13.0 Economic and Social Benefits Appraisal Introduction ...... 13.1 On-Site Impacts ...... 13.4 Tourism Impacts...... 13.5 Construction Impacts ...... 13.6 Passenger Benefits...... 13.7 Wider Developments ...... 13.7 Catalytic Impacts ...... 13.8 Impact of Airport Closure...... 13.9 Social Impacts...... 13.9 Summary ...... 13.13
14.0 Surface Transport Appraisal Introduction ...... 14.1 Policy Context ...... 14.1 Existing Situation...... 14.2 Impact of Terminal Development ...... 14.4 Future South Side Access – Southern Access Route...... 14.6 Traffic Impact...... 14.7 Airport Surface Access Strategy...... 14.9
15.0 Carbon Impact Assessment Introduction ...... 15.1 Estimates of Carbon Emissions ...... 15.2 Modal Comparisons ...... 15.5 Mitigation...... 15.6
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16.0 Environmental Appraisal Introduction ...... 16.1 Air Quality ...... 16.2 Climate Change ...... 16.2 Noise...... 16.3 Transport...... 16.3 Biodiversity ...... 16.4 Communities ...... 16.5 Cultural Heritage ...... 16.6 Land Quality...... 16.7 Landscape and Visual Amenity...... 16.8 Water ...... 16.9
17.0 Mitigation and Management Strategies Introduction ...... 17.1 Strategic Documents ...... 17.1 Carbon Emissions ...... 17.2 Air Quality ...... 17.4 Noise...... 17.6 Lighting ...... 17.8 Surface Access (Transport) ...... 17.9 Biodiversity ...... 17.11 Communities and Social Inclusion ...... 17.12 Cultural Heritage ...... 17.13 Management of the Natural and Built Environment...... 17.15 Water ...... 17.16 Waste...... 17.17 Construction Effects ...... 17.18
18.0 Blight and Compensation Introduction ...... 18.1 Property Purchase...... 18.1 Air and Ground Noise ...... 18.2 Discretionary Purchase Scheme ...... 18.4 Residual Impacts Associated with Airport Surface Access ...... 18.4
19.0 Next Steps Purpose of Consultation ...... 19.1 Stakeholders ...... 19.1 Integration of Responses ...... 19.2 Next Steps ...... 19.2
20.0 Abbreviations
Appendices A1: Airfield and Area Maps A2: Summary of Planning Policy Statement 1 (PPS1): Delivering Sustainable Development A3: Airport Business Park Development A4: Noise Contours for Newquay Cornwall Airport
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List of Figures Fig. 4.1: Newquay Cornwall Airport After Completed Land Sale...... 4.2 Fig. 4.2: Drive time from Newquay Cornwall Airport ...... 4.7 Fig. 4.3: Number of flights in the last 12 months ...... 4.8 Fig. 4.4: Main Purpose of Trip (2004-2008) ...... 4.8 Fig. 4.5: Main Purpose of Trip (August 2007 v. January 2008) ...... 4.9 Fig. 4.6: Air Passenger Growth at Newquay Cornwall Airport, 1998/9 to 2008/09...... 4.10 Fig. 4.7: Obstacle Limitation Surfaces for an Instrument Runway...... 4.13 Fig. 4.8: Aerodrome Safeguarding Map ...... 4.14 Fig. 4.9: Transition Works Map ...... 4.16 Fig. 6.1: Composition of Passenger Traffic in Short- and Long-term...... 6.2 Fig. 7.1: Expanded Terminal Facilities...... 7.4 Fig. 7.2: Forecourt Area Layout ...... 7.4 Fig. 7.3: Location of Existing Car Parks...... 7.5 Fig. 7.4: Existing Terminal Zone after Completion of the Interim Development Strategy ...... 7.6 Fig. 8.1: Development Zones at Newquay Cornwall Airport ...... 8.2 Fig. 8.2: Waterfront and Treloy Areas...... 8.3 Fig. 8.3: Airport Business Park Potential Layout ...... 8.6 Fig. 9.1: Potential Development of South Side Zone ...... 9.1 Fig. 9.2: Possible Layout of South Side Development Projects...... 9.6 Fig. 10.1: Phase 1 – Plan Layout...... 10.5 Fig. 10.2: Phase 2 – Plan Layout...... 10.7 Fig. 10.3: Sketch of South Side Development Zone ...... 10.9 Fig. 14.1: Existing Bus Routes and Frequency...... 14.3 Fig. 15.1: Comparison of External Costs per Passenger for Air Services from Newquay Cornwall Airport vs Airport Passenger Duty ...... 15.3
Fig. 15.2: Forecast CO2 Emissions from Aircraft Movements ...... 15.4
Fig. 15.3: CO2 Emission Comparisons for Single Passenger Journeys to Cornwall ...... 15.5
Fig. 15.4: CO2 Emission Comparisons Journeys by Parties of Two Passengers to Cornwall ...... 15.6 Fig. 15.5: Average Size of Parties Using Air Transport to Visit Cornwall...... 15.7 Fig. A3.1: Business Park Layout...... A3.2
Fig. A4.1: Aircraft Noise Contours – LAeq 16 Hr (dB) All Easterly Flights,2007...... A4.1
Fig. A4.2: Aircraft Noise Contours – LAeq 16 Hr (dB) All Easterly Flights,2012...... A4.1
Fig. A4.3: Aircraft Noise Contours – LAeq 16 Hr (dB) All Easterly Flights,2030...... A4.2
Fig. A4.4: Aircraft Noise Contours – LAeq 16 Hr (dB) All Westerly Flights,2007...... A4.3
Fig. A4.5: Aircraft Noise Contours – LAeq 16 Hr (dB) All Westerly Flights,2012...... A4.3
Fig. A4.6: Aircraft Noise Contours – LAeq 16 Hr (dB) All Westerly Flights,2020...... A4.4
Masterplan iv Newquay Cornwall Airport 2008-2030 June 2009
List of Tables Table 4.1: Declared Runway Distances at Newquay Cornwall Airport ...... 4.3 Table 4.2: Airfields within Cornwall ...... 4.4 Table 4.3: Popular Airports for Travel by Cornish Residents...... 4.5 Table 4.4: Summer and Winter Passenger and Movements (2005-2008)...... 4.9 Table 4.5: Major Destinations Travelled to in Last 3 Years...... 4.10 Table 4.6: Newquay Cornwall Airport Operators and Routes, 2009/10 ...... 4.11 Table 6.1: Base Case Passenger Forecast...... 6.5 Table 6.2: Base Case Air Traffic Movement Forecast...... 6.6 Table 6.3: Sensitivity Analysis for Passenger Forecasts ...... 6.6 Table 6.4: Forecast Business/Executive Air Traffic Movements ...... 6.7 Table 6.5: Forecast General Aviation Air Traffic Movements...... 6.7 Table 6.6: Forecast Military Air Traffic Movements...... 6.8 Table 6.7: Forecast Freight Volumes...... 6.8 Table 6.8: Forecast Maintenance Air Traffic Movements ...... 6.8 Table 6.9: IATA Levels of Service for Passenger Terminals ...... 6.9 Table 6.10: Busy Hour Rates ...... 6.10 Table 6.11: Classification of Stand Sizes ...... 6.10 Table 6.12: Stand Demand Forecasts for Base Case Scenario ...... 6.10 Table 6.13: Peak Car Park Spaces Demand ...... 6.11 Table 10.1: Phase 1 - Schedule of Available Aircraft Parking Stands ...... 10.4 Table 10.2: Phase 1 - Schedule of Available Surface Access Areas...... 10.5 Table 10.3: Phase 2 - Schedule of Available Aircraft Parking Stands ...... 10.7 Table 10.4: Phase 2 - Schedule of Terminal Areas...... 10.8 Table 10.5: Phase 2 - Schedule of Available Surface Access Areas...... 10.9 Table 11.1: Summary Appraisal of Masterplan Phased Development...... 11.4 Table 13.1: On-Site Impacts of Phased Development ...... 13.4 Table 13.2: Gross Tourism Impacts: Direct, Indirect and Induced Effects ...... 13.5 Table 13.3: Net Tourism Impacts: Direct, Indirect and Induced Effects ...... 13.6 Table 13.4: Construction Impacts 2007-2011: Direct, Indirect and Induced Effects ...... 13.6 Table 13.5: Value of Time Savings to Passengers using Newquay Cornwall Airport ...... 13.7 Table 13.6: Wider Developments: Economic Impacts...... 13.8 Table 13.7: On-Site Impacts of Airport Closure...... 13.9 Table 13.8: Net Tourism Impacts: Direct, Indirect and Induced Effects of Airport Closure ...... 13.9 Table 13.9: Gross Weekly Earnings for all Full Time Employees...... 13.11 Table 13.10: Highest Level of Qualification of Economically Active Adults ...... 13.11 Table 13.11: Economic Impacts of Newquay Cornwall Airport (2006-2030) ...... 13.13 Table 14.1: Area Required for Airport Car Parking ...... 14.6
Newquay Cornwall Airport v Masterplan June 2009 2008-2030
Chapter 1: Introduction
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1.0 Introduction
In this Chapter:
An overview of the purpose of the Masterplan, according to Department for Transport (DfT) guidance Definition of the scope of Newquay Cornwall Airport’s Masterplan Listing of the chapters contained within the Masterplan and the layout of the document for ease of understanding
1.1 Purpose of the Masterplan
1.1.1 In the UK Government White Paper, “The Future of Air Transport” published in 2003, a directive was included for qualifying UK airports to produce a detailed development plan for a 5-year horizon and a long-term vision, to 2030.
1.1.2 Therefore, this Masterplan seeks to set out these short- and long-term plans in such a way as to make them comprehensible and accessible to a wider audience. The draft document was consulted upon and feedback sought, providing an opportunity for comment by those for whom the development of Newquay Cornwall Airport is directly affected, both positively and negatively. This final Masterplan incorporates changes as necessary resulting from the consultation process.
1.1.3 Looking forward, the Masterplan will also help to provide a substantial framework for further funding bids and for any future private investment by demonstrating that the planned development has been set in a local, regional and national policy context. It will also show how it will integrate within other frameworks, such as the Local Development Framework.
1.1.4 Various options for development were discussed in the draft document, showing how each has been judged against the principles of sustainable development and in the context of other area-wide strategic initiatives. The options also were discussed in the context of future demand - by passengers, aerospace related activities and other associated opportunities - and set out how the Airport could move forward in response to low, medium or high growth scenarios. As a result of the consultation process, a preferred options was agreed and this Masterplan reflects that choice.
1.1.5 Lastly, the Masterplan will provide a framework for a series of more detailed strategies concerning different aspects of the Airport, for example environment, transport and economic strategies.
1.2 Scope of the Masterplan
1.2.1 This Masterplan sets out the short-term development of Newquay Cornwall Airport in detail as well as defining a framework for longer-term development. As such, the Masterplan will continue to be referenced in future planning applications, funding bids and for decisions on making best use of the assets of the Airport. This final Masterplan will be put forward for consideration as a Local Area Action Plan (LAA).
1.2.2 The Masterplan comprises a core document plus technical annexes to cover a range of issues to:
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Define the current environment to set the context in which any further growth or development at the Airport will be made Set out the short- and long-term vision and aims for the development of Newquay Cornwall Airport Develop forecast passenger and air traffic growth and examine options for how the infrastructure can be expanded and developed to address the increased demand Evaluate the potential for aviation related and associated activities, such as aircraft maintenance, component supply and manufacture or freight operations, and the impact that growth in these areas will have on the current and planned infrastructure Evaluate the additional assets that will be part of the land purchase – such as hangars – and propose ways in which these can be used efficiently and in a commercially sustainable way Examine proposals for growth and expansion in the context of safeguarding constraints, operational integrity, environmental sustainability, traffic impacts, economic appraisals and the potential for attracting public funding and private financing
1.3 A Guide to the Masterplan
1.3.1 In accordance with DfT guidance on the content of Masterplans, the remainder of this document adopts the following structure:
1.0 Introduction
2.0 Our Vision for Newquay Cornwall Airport The long-term vision, aims and objectives that have guided the development of this Masterplan.
3.0 Policy Context A summary of the relevant statutory, local and regional policy and regulatory controls.
4.0 Newquay Cornwall Airport in 2008 Description of the current infrastructure and commercial business at the time of publishing this Masterplan.
5.0 A Sustainable Approach to Development Sets the framework in which the development of Newquay Cornwall Airport is considered.
6.0 Passenger and Traffic Forecasts Forecasts of future passenger activity and aircraft movements to 2030 and the resulting implications on infrastructure.
7.0 The Current Five Year Airport Development Plan (2006 – 2011) Description of the works recently completed or currently underway to facilitate the short-term growth of Newquay Cornwall Airport.
8.0 Site Development Opportunities Description of other development opportunities that are independent of passenger or air traffic growth.
9.0 South Side Development Zone Description of proposals for the commercial development of the area south of the runway.
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10.0 Phased Approach for Passenger Growth Description of the two-phase development of future terminal facilities required to meet passenger growth.
11.0 Sustainability Appraisal of the Masterplan Developments Describes how sustainability concerns were incorporated in developing the Masterplan proposals for development.
12.0 Funding and Finance An overview of the risks and requirements for capital investment.
13.0 Economic and Social Benefits Appraisal Defining how the economic changes brought about by the proposed development could affect the economy of Cornwall.
14.0 Surface Transport Appraisal Reviewing the impacts future growth may have on the surface access arrangements and identifies the potential improvements and solutions.
15.0 Carbon Impact Assessment Discussion of how the proposed growth of Newquay Cornwall Airport may impact on climate change.
16.0 Environmental Appraisal Considers the main likely effects of the proposals on the surrounding environment.
17.0 Mitigation and Management Strategies Discussion of the measures put in place to mitigate any effects of Airport development.
18.0 Blight and Compensation Description of potential solutions for impacts not fully covered by mitigation processes.
19.0 Next Steps Description of how the proposals and developments laid out in the Masterplan will be taken forward..
20.0 Abbreviations Sets out terms and abbreviations to aid the understanding of technical and aviation terms.
1.4 Monitoring and Updates
1.4.1 The Masterplan is considered as a framework document that needs to be flexible and reflect changes in the macro environment, while still providing a clear vision and strategic direction for the Airport’s development
1.4.2 As such, the final Masterplan will be comprehensively reviewed within five years of publication (by 2014) and amendments made to reflect work completed during that timeframe. Any significant deviations required to accommodate new circumstances within the regulatory, planning and commercial environments will also be noted and the strategic framework changes as required.
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Chapter 2: Our Vision for Newquay Cornwall Airport
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2.0 Our Vision for Newquay Cornwall Airport
In this Chapter:
The vision that guides the development of Newquay Cornwall Airport is set out The long-term aims on how the Airport will aspire to the vision are introduced
2.1 Introduction
2.1.1 The development of Newquay Cornwall Airport is a transformational project which is considered integral to the successful delivery of the inspirational and economic prosperity of the people of Cornwall and this has been recognised in the EU Convergence Operational Programme for Cornwall for 2007-2013 under Priority 3 – Transformational Projects.
2.1.2 This Masterplan therefore provides a crucial role in setting current short- term developments within a strategic context and clearly setting out a framework of long-term strategic objectives for the redevelopment of RAF St. Mawgan over the next 20-25 years, following its transition to a civilian airfield in December 2008.
2.2 Vision Statement for Newquay Cornwall Airport
2.2.1 The long-term vision for the Newquay Cornwall Airport can be summarised as:
“The creation of a safe, secure and efficient, commercially successful regional airport, which is the focal point for a major strategic employment area based around aviation related and associated activities which acts as a key driver of the whole Cornish economy and is designed to the best sustainable development principles, offering a model for other regional airports to aspire to.”
2.3 The Aims for the Airport
2.3.1 The aims for the Airport to deliver the vision are:
Creation of a high quality transport “gateway” for Cornwall and South Devon, providing fast and efficient connectivity to a wide range of national and European business and leisure destinations Achieve consistently high standards of customer service, offering reliable operational performance and an attractive and efficient environment for airlines, passengers and commercial partners alike Exploit the Airport’s land and infrastructure assets for a wide range of aviation related and associated activities with the aim of creating an aerospace cluster as the focal point for a new strategic and sustainable employment location within Cornwall and the source of additional revenue to help contribute to the airport’s operational and investment costs Develop the Airport as a commercially sustainable business in the medium-long term, capable of attracting private sector investment and
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providing a valuable asset for the Council capable of re-paying all or part of its investment in it Facilitate the growth and improved productivity of Cornish businesses and the County’s tourism sector Generate a sense of pride and ownership in the airport amongst Cornish businesses and residents alike To achieve this in an as environmentally sustainable manner as possible, working closely with strategic and local partners and with a clear commitment to consultation with commercial customers and local communities alike
2.3.2 In addition to these, over the next five years, the Airport has a number of short-term objectives to accomplish to move forward on achieving the long-term vision and aims set out in the previous sections.
2.3.3 Most importantly, following the transition of the airfield from military to civilian operations at the end of 2008, there is a need for the Airport to significantly re-focus its energies on other aspects of the business. Although there will continue to be a steady flow of capital projects post-Transition, securing the CAA licence will allow the Airport Management Team to focus on running the day-to-day operations and commercialisation with increased efficiency.
Masterplan 2.2 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 3: Policy Context
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3.0 Policy Context
In this Chapter:
An overview of the local, regional and national policies affecting the proposals put forward in this Masterplan
3.1 Introduction
3.1.1 As an airport, Newquay Cornwall Airport’s operations are subject to control and regulation through aviation related and environmental legislation, as well as local, regional and national planning policy. This chapter outlines the policy context within which the Airport’s operations and future development will take place.
3.2 The Planning Policy Framework – A Changing System
3.2.1 The Masterplan is being prepared at a time when the planning system is in a stage of transition. The provisions of the Planning and Compulsory Purchase Act 2004 have modified the English planning system at national, regional and local policy levels. Procedurally, this means that local plans are gradually being replaced by Local Development Frameworks.
3.2.2 At a national level, the Government is publishing a new set of national planning policy statements and these new statements are replacing Planning Policy Guidance Notes (PPGs). Further changes including the Infrastructure Planning Commission for handling major projects are emerging following the publication of three key reports:
The Stern Report on the economics of climate change and development The Eddington Report on the long-term links between transport and the UK’s economic productivity, growth and stability in line with the Government’s broader commitment to sustainable development The Barker Report, an independent review of land use planning focusing on the link between planning and economic growth
3.2.3 This Masterplan reflects emerging thinking as represented in these reports.
3.2.4 At a local level, the development of planning policy and the government context within Cornwall is in the process of change by the formation of the unitary authority, Cornwall Council, which will assume the responsibility for the production of the Core Strategy in 2010.
3.3 National Policy Context Aviation Policy – The White Paper 3.3.1 The National Policy on Aviation is set out in the Government’s White Paper, ‘The Future of Air Transport’, published in December 2003. This sets out a strategic framework for the development of airport capacity over the next 30 years against the background of wider developments in air transport. The White Paper itself does not authorise development but its purpose is to set out policies that will inform and guide the consideration of specific planning applications.
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3.3.2 The Government’s approach to airport expansion is to follow a balanced approach that:
Recognises the importance of air travel to national and regional economic prosperity and that not providing additional capacity where it is needed would significantly damage the economy and national prosperity Reflects people’s desire to travel by air and to take advantage of the affordability of air travel and the opportunities this brings Seeks to reduce and minimise the impacts of airports on those who live nearby and on the natural environment Ensures that, over time, aviation pays the external costs its activities imposed on society at large Minimises the need for airport development in new locations by making best use of existing capacity where possible Respects the rights and interests of those affected by airport development Provides greater certainty for all concerned in the planning of future airport capacity but at the same time, is sufficiently flexible to recognise and adapt to the uncertainties in long-term planning
3.3.3 The Government seeks to achieve this balanced approach through encouraging the growth of regional airports to serve regional and local demand, subject to environmental constraints. This will have a number of benefits, including:
Supporting the growth of the economies of Scotland, Wales, Northern Ireland and the English regions Relieveing congestion at more overcrowded airports, particularly in the South East and therefore make better use of existing capacity Reducing the need for long distance travel to and from airports Giving passengers greater choice
3.3.4 The White Paper is based on the principles of sustainable development set out in the ‘UK Sustainable Development Strategy’ (1999) and seeks to optimise the social and economic benefits of increased air travel while managing its environmental impacts. The Government has updated its approach towards delivering sustainable development in ‘Securing the Future – UK Government Sustainable Development Strategy’. This strategy sets out five principles that will guide future policy:
Living within environmental limits Ensuring a strong, healthy and just society Achieving a sustainable economy Promoting good governance Using sound science sensibly
3.3.5 The proposals to support the future growth of the Airport set out in this Masterplan have been and will continue to be guided by these principles.
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Climate Change 3.3.6 The Air Transport White Paper states that the aviation sector needs to take its share of responsibility for tackling the problem of climate change and placing the UK on a path to a reduction in carbon dioxide emissions by 80%, from current levels, by 2050. The Government believes that the best way of ensuring this is through the introduction of a well designed international trading regime and it is pressing for the development of implementation through the International Civil Aviation Organisation (ICAO). The Government has sought the inclusion of intra- EU air services in the EU Emissions Trading Scheme (ETS).
3.3.7 In respect of regional airports, the White Paper encourages growth to serve local and regional demand, subject to environmental constraints, with the following potential benefits:
Support for the growth of the regional economies Relief for congestion at more overcrowded airports, particularly in the South East, and therefore making better use of existing capacity Reducing the need for long-distance travel to and from airports Giving passengers greater choice
3.3.8 The White Paper identifies that, due to its size and population distribution, it is not possible for the air travel needs of the South West to be served by a single airport and as a result, there are a number of airports supporting a variety of air services. However, most only offer a limited range of services resulting in a considerable number of passengers using airports in other regions, mainly those in the South East, Heathrow and Gatwick in particular. It is considered that as a region’s airports grow, this should enable a wider range of services, thereby reducing the amount of traffic using airports outside of the region.
3.3.9 With regard to the growth of airports in the South West of England, the main conclusions of the Government are:
There is significant potential for growth at existing airports in the South West and this will generate substantial economic benefits to the region The development of new services and improved service frequency will, over the lifetime of the White Paper, enable the proportion of South West air passengers that need to rely on the use of airports outside the region to be significantly reduced; the region exhibits one of the highest leakages of any English region and stemming this leakage is consistent with the key principle of reducing surface traffic by making better use of regional airports
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The main potential for growth in the South West will be at Bristol Airport, with the important role of other airports within the region, including Newquay, being recognised
3.3.10 With regard to Newquay Airport, the White Paper concludes:
“Newquay Airport's traffic has seen substantial recent growth following the start up of 'no-frills' services to Stansted. The airport has potential to attract new services catering principally but not exclusively for inbound tourism markets. These are likely to be of significant benefit to the Cornish economy. We therefore welcome the work which the Ministry of Defence, Cornwall County Council, Restormel Borough Council and the South West Regional Development Agency which will examine the potential for further commercial opportunities for Newquay Airport and St Mawgan.
If the airport fulfils its commercial potential, the existing terminal facilities are likely to need relocating to a larger site elsewhere on the airfield within the next ten years, depending on the extent to which incumbent airlines expand the frequency of services at times of peak demand. We support such development in principle, not least because of the economic benefits it could be expected to bring to an Objective 1 area, and the limited environmental impacts it would have. However, the exact timing of this development, its funding and the detailed proposals for the new facilities, will all need to be subject to approval at the regional and local level, as appropriate.”1
Airport Masterplan 3.3.11 As part of the White Paper, the Government expects airport operators to produce a Masterplan or where appropriate, update an existing Masterplan to take into account the conclusions on future development as set out in the White Paper. The Masterplan is to be prepared in accordance with the DfT advice that accompanies the White Paper2. The Masterplan sets out proposals for development to 2015 in some detail including proposals for surface access, environmental controls, mitigation and, where appropriate, measures to address blight. Indicative land use plans are to be included for the period from 2016 to 2030. The Masterplan is expected to take account of the Regional Spatial Strategy (and the Regional Transport Strategy incorporated within it) and the Local Transport Plan.
Air Transport White Paper Progress Report 3.3.12 In December 2006, the Department for Transport published the Air Transport White Paper Progress Report. This document reports on progress on
1 The Future of Air Transport (2003): Department for Transport, HMSO. 2 Guidance on the Preparation of Airport Masterplans (2004): Department for Transport, HMSO.
Masterplan 3.4 Newquay Cornwall Airport 2008-2030 June 2009 3 the policies and proposals set out in the Future of Air Transport White Paper and reinforces the approach to policy set out in the White Paper.
3.3.13 The Progress Report confirms that the Government remains committed to the strategy set out in the White Paper, stating that “it strikes the right balance between economic, social and environmental goals”3.
3.3.14 The Progress Report focuses strongly on the issue of climate change, the need for sustainable growth in air transport and the key role this growth will play in the future economic development of the UK, taking cues from the Stern and Eddington reports. It identifies that, since the Civil Aviation Act 2006, airport operators now have statutory powers to introduce noise control schemes and fine aircraft that breach noise controls. It also provides powers for all airports to introduce charges that reflect the pollution generated by each aircraft type.
3.3.15 In terms of the economic importance of air services, the Progress Report confirms the approach set out in the Future of Air Transport White Paper. The forecasts associated with the Progress Report envisage all UK airports handling approximately 465 million passengers per annum (mppa) in 2030, up from 228 mppa in 2005.
3.3.16 The key messages which come out from the review are:
Continued support for the expansion of regional airports, including Newquay, as a way of relieving congestion at South East airports and supporting the growth of regional economies With regard to climate change, it supports the inclusion of aviation within the EU Emissions Trading Scheme
3.3.17 At a national level, the White Paper therefore establishes substantial support for the expansion of air services and facilities in the South West, with Newquay identified as one of the key regional airports.
National Planning Policy Guidance and Statements 3.3.18 National planning policy is contained in Planning Policy Guidance (PPG) and Planning Policy Statements (PPS). These documents and the compliance of particular development proposals will be considered in detail as part of any future planning applications. The provisions of this Masterplan have, however, had regard to the main themes of national policy and, in particular, the following statements.
Planning Policy Statement 1: Delivering Sustainable Development (PPS1) 3.3.19 PPS1 (Feb. 2005) sets out the Government's overarching planning policies on the delivery of sustainable development through the planning system, the principles of which are:
3 The Future of Air Transport Progress Report (2006): Department for Transport, HMSO, Paragraph 1.3 Page 3.
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Maintenance of high and stable levels of economic growth and employment Social progress which recognises the needs of everyone Effective protection of the environment Prudent use of natural resources
3.3.20 PPS1 sets out the key principles that should be applied to ensure that development plans and decisions taken on planning applications contribute to the delivery of sustainable development through the planning system. It states that sustainable development should be pursued in an integrated manner that promotes outcomes in which environmental, economic and social objectives are achieved together over time.
Planning Policy Guidance 13: Transport (PPG13) 3.3.21 PPG13 (March 2001) sets out the Government’s commitment to sustainable travel. It seeks to co-ordinate land use and transport policy to minimise the need to travel. This includes making provision for walking and cycling, facilitating reliable and efficient public transport access, and managing car parking to support these objectives.
3.3.22 Details of measures planned as part of this Masterplan are set out in Chapter 14. PPG13 indicates that local planning authorities should consult the Airports Policy Division of DfT on draft development plan policies and proposals relating to airports and airfields:
“In consultation with DETR’s (now DfT) Airports Policy Division, local planning authorities should:
Identify and, where appropriate, protect sites and surface access routes, both existing and potential (including disused sites), which could help to enhance aviation infrastructure serving the regional and local area Avoid development at or close to an airport or airfield which is incompatible with any existing or potential aviation operations.” 4
3.3.23 PPG13 recognises that airports have become major transport interchanges and road traffic generators. Local planning authorities are encouraged to consider the extent to which development, including terminal facilities, transport interchanges and car parking, is related to the operation of the airport, and is sustainable given the prevailing and planned levels of public transport5. In this respect:
1. “The operational needs of the airport includes runway and terminal facilities, aircraft maintenance and handling provision, and warehousing and distribution services related to goods passing through the airport. 2. Related development appropriate to airports includes transport interchanges, administrative offices, short and long stay parking. 3. Less directly related development includes hotels, conference and leisure facilities, offices and retail. For such activities, the relationship to the airport related business should be explicitly
4 PPG13: Transport (2001) Annex B, Para 6. 5 PPG13: Transport (2001) Annex B, para 7.
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justified, be of an appropriate scale relative to core airport related business and be assessed against relevant policy elsewhere in planning policy guidance. 4. Non-related development which should be assessed against relevant policy elsewhere in planning guidance.”
3.3.24 PPG 13 also advises that surface access needs should be planned as part of the wider transport strategy for the local area:
“Local transport plans should reflect the wider transport role defined for airports in regional strategies…This may involve for example, parking restraints and the development of a travel plan for the airport…”6
3.3.25 On the location of aviation related development, PPG 13 goes on to state that:
“The environmental impacts of aviation proposals will always need to be carefully considered. Existing sites with established aviation uses…will often provide the best opportunities for aviation facilities, in so far as neighbouring development is likely to be compatible with aviation use.”7
Planning Policy Guidance 24: Noise (PPG24) 3.3.26 PPG24 (Sept. 1994) provides guidance on acceptable levels of noise in respect of developments that generate noise and land uses which are sensitive to noise. It does so with reference to ‘Noise Exposure Categories’ related to the extent and duration of noise. The Airport monitors noise associated with its activities and noise contour diagrams which illustrate the areas most affected by aircraft noise are prepared to inform the Airport’s approach to this matter. Modelling of potential future noise impacts is an important part of this Masterplan and more details in respect of noise can be found in Chapter 17 and Appendix A4.
Planning Policy Guidance 21: Tourism (PPG21) 3.3.27 PPG21 (November 1992) states that tourism makes a major contribution to the national economy and to the prosperity of many cities, towns and rural areas. Its continuing growth generates a range of economic activity and new job opportunities8 and PPG21 recognises that the tourism industry is a major employer within the UK. The guidance promotes and encourages the growth of tourism and advises that a sustainable balance should be found between tourism and the environment.
Draft Planning Policy Statement 4: Planning for Sustainable Economic Development (Draft PPS4) 3.3.28 Draft PPS4 (Dec. 2007) sets out how planning bodies should positively plan for sustainable economic growth and respond to the challenges of the global economy, in planning policies and planning decisions. For the purposes of the statement, economic development covers a range of development including transport uses related to ports, airports and other freight terminals.
3.3.29 The draft PPS recognises that in an increasingly competitive and knowledge- driven global economy, the planning system is a key lever the Government has to
6 PPG13: Transport (2001) Annex B, Para 8. 7 PPG13: Transport (2001) Annex B, Para 9. 8 PPG 21: Tourism (1992), Para 1.9.
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contribute towards improving productivity9 and the UK’s long-term economic performance.
3.3.30 It states that Regional Planning Bodies and local planning authorities should plan to encourage economic growth. In seeking to achieve positive planning for economic development, the Government’s desired objectives are:
1. “A good range of sites identified for economic development and mixed-use development. 2. A good supply of land and buildings which offers a range of opportunities for creating new jobs in large and small businesses as well as start-up firms and which is responsive to changing needs and demands. 3. High quality development and inclusive design for all forms of economic development. 4. Avoiding adverse impacts on the environment, but where these are unavoidable, providing mitigation. 5. Shaping travel demand by promoting sustainable travel choices wherever possible.”
Planning Policy Statement 9: Biodiversity and Geological Conservation (PPS9) 3.3.31 PPS9 (Aug. 2005) seeks to protect features of ecological interest and promote biodiversity. It provides that new development should have minimal impacts on biodiversity and enhance it wherever possible in order to:
"Promote sustainable development by ensuring that biological and geological diversity are conserved and enhanced as an integral part of social, environmental and economic development Conserve, enhance and restore the diversity of England's wildlife and geology by sustaining, and where possible improving, the quality and extent of natural habitat and geological and geomorphological sites"
Planning Policy Statement 25: Development and Flood Risk (PPS25) 3.3.32 PPS25 (Dec. 2006) sets out Government policy on development and flood risk. Its aims are to ensure that flood risk is taken into account at all stages in the planning process to avoid inappropriate development in areas at risk of flooding, and to direct development away from areas of highest risk. Where new development is exceptionally necessary in such areas, policy aims to make it safe, without increasing flood risk elsewhere, and, where possible, reducing flood risk overall.
Other Planning Policy Statements 3.3.33 PPGs and PPSs cover a range of other social and environmental issues which are relevant to this Masterplan. For example, PPG15 (Planning and the Historic Environment) and PPG16 (Archaeology and Planning) advise that development should respect the cultural heritage value of its surroundings. In particular, development must preserve or enhance listed buildings and their settings, conservation areas and scheduled ancient monuments. PPS7 (Sustainable Development in Rural Areas) seeks to safeguard rural environments and landscape quality. It advises that all new development should respect and where possible enhance its landscape setting.
9 Productivity in the UK 7: Securing long-term prosperity HMT December 2006.
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3.3.34 The proposals in the Masterplan have been assessed in terms of their potential impacts on sustainable economic development, transportation/surface access, nature conservation and biodiversity, noise tourism and flood risk. These matters and any appropriate mitigation and management measures are considered further in Chapter 17.
3.4 Regional Planning Policies Regional Spatial Strategy for the South West 3.4.1 The context for local authority plans is set by the Government’s regional planning guidance for the South West (RPG10), which was published in 2001. RPG10 is in the process of being replaced by a Regional Spatial Strategy (RSS) for the South West and the Panel Report into the examination was published in January 2008. The Secretary of State’s Proposed Changes were issued for consultation in June 2008.
3.4.2 Given that the RSS is well advanced in the plan making process and that future applications for the development outlined in the Masterplan are likely to be assessed against the South West RSS, it will become an important policy document securing the context for the Masterplan. The references which follow in the rest of this section are taken from the draft RSS. This is because there were some material changes of relevance to the Airport in the Secretary of States proposed changes, which the County Council has asked to be overturned and replaced with wording closer to the original draft.
3.4.3 The aim of the draft South West RSS is to look forward to 2026 and manage change and development needed in the South West if it is to rise to the challenge of an ever increasing growth in population and to play its role in regional and national prosperity.
3.4.4 The RSS will influence planning in the region in a number of ways:
Being part of the development plan system Providing guidance on location and scale of development for Local Development Frameworks (LDF’s) Interpreting and guiding investment into local transport and frameworks for the preparation of Local Transport Plans (LTP’s) Providing a spatial context for plans and investment from other agencies and organisations in the South West
3.4.5 Section 5 of the draft RSS discusses the regional approach to transport and identifies Newquay Cornwall Airport, amongst others, as being one within the South West Regional Transport Network. Paragraph 5.3.1 of the RSS notes the need for the strategy to work alongside the Regional Economic Strategy, with the principal purposes of job and wealth creation, regeneration and the stimulation of investment.
3.4.6 Reliable connections to London and the South East and, most notably, international connections, are identified as being the most important transport factor affecting regional economic performance. The provisions of the Region’s Air Strategy (paragraph 5.4.13) include:
Recognising and developing the role of the existing airports in the region
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Developing air links to meet economic needs and reduce the impact of peripherality Improving surface access to airports in the most sustainable way Developing the role of South West airports to support the growth of tourism
3.4.7 Policy TR9 refers specifically to airports and recognises that Newquay Cornwall Airport should continue to provide business links to international hubs and London while facilitating tourist visits into the region. The policy also stipulates that local authorities, airport operators and other agencies will provide improvements to aviation facilities and access to airports (including public transport) in the region to meet future development requirements consistent with the overall transport strategies for the urban areas. The role of Newquay Cornwall Airport is recognised as helping the local economy and reducing peripherality.
3.4.8 The draft RSS seeks to focus development on the main towns to enable sustainable prosperity to be achieved throughout Cornwall, with the RSS seeking to build on Objective 1 and Convergence Funding opportunities and create a framework to enable sustained prosperity and growth after the removal of these funding support mechanisms. To enable the achievement of the development, key infrastructure requirements are identified in Section 4.4.24 of the RSS and this includes improvements to Newquay Cornwall Airport.
3.4.9 The RSS is due for publication in June 2009 after consideration of the consultation response by the Secretary of State. It is to be anticipated that in line with national airports policy, it will confirm support for the Airport and future growth aspirations as set out in this Masterplan.
Regional Economic Strategy 3.4.10 The Regional Economic Strategy (RES), prepared by the South West Regional Development Agency (SWRDA), identifies how economic growth can be achieved within the South West region, whilst respecting the principles of sustainability. The role of the RSS is to provide the spatial policies and framework to implement and deliver the aims of the RES.
3.4.11 The Regional Economic Strategy affirms the need for improvements to strategic networks, including air. Improving transport networks, therefore, continues to be a key priority for the region and connectivity to major markets within the UK and overseas is identified as an essential component to supporting a successful economy.
3.4.12 The RES identifies that within Cornwall in particular, areas are relatively peripheral to major economic markets. Access and exposure to such major markets is identified as being critical to the development of successful, sustainable companies and a priority within the RES is to “enhance connectivity, providing access to markets and tackling peripherality”10 by means such as better transport links and advanced digital and IT systems.
10 Region Funding Allocation (RFA) for South West England, www.southwestrda.org.uk (04.11.08).
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3.5 Local Authority Policies
3.5.1 The Masterplan is being prepared at a time where planning policy within Cornwall is in a stage of transition. Cornwall became a single unitary authority in April 2009 and this has a bearing on the future direction of spatial policy.
3.5.2 Cornwall is currently putting in place the procedures for the preparation of a Core Strategy that will be adopted in 2010, at the earliest. For the Airport to realise the growth elements of the Masterplan, it is likely that planning applications will be brought forward for certain elements in advance of an adopted Core Strategy.
3.5.3 It is for these reasons that the Council has adopted a rigorous approach to the development of the proposals set out in this Masterplan, including the preparation of a Strategic Environmental Assessment, a Sustainability and Environmental Management Strategy and extensive consultation. With this approach, it is envisaged that considerable weight be afforded to the Masterplan in the decision process by the Council and others on future development proposals.
3.5.4 As already identified earlier within this chapter the White Paper and the Progress Report support continued growth of regional airports. Newquay Cornwall Airport is identified as one of the main airports within the South West for growth to help meet the forecast demand. The emerging RSS confirms this support and the recently published Panel Report re-affirms this. Therefore, any planning applications in advance of an adopted planning policy at a local level can draw upon these strategic policy documents to which considerable weight can also be given.
3.5.5 The Airport is firmly committed to working with the Council corporately, its partners and with external regeneration agencies, such as SWRDA and CPR, to ensure there is sufficient coordination of projects to achieve the wider objectives within Cornwall. This joint project development will also enable “joined up” thinking such that individual projects can be complementary to each other and provide an overall resource that does not compete unduly with others in similar business sectors but rather, taken as a whole, produces a stronger commercial offering in the marketplace.
Cornwall County Structure Plan 3.5.6 The Cornwall County Structure Plan was reviewed and adopted in 2004 before the new provisions of Planning and Compulsory Purchase Act 2004 were enacted. For the time being, pending approval of the South West Regional Plan, policies from the Structure Plan are relevant. However, once adopted, the draft South West Regional Spatial Strategy will replace the Structure Plan policies in certain respects.
3.5.7 The aim of the Structure Plan is to ensure that any development contributes to sustainable development and the enhancement of the quality of life in
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Cornwall. It should enable economic prosperity for the people of Cornwall, ensure everyone has reasonable access to services and facilities and also make a positive contribution to the environment.
3.5.8 The policies in the Structure Plan require that development is focused on the regeneration of towns and villages. The location of development in relation to transport provision is also considered vital. Access is needed for all sectors of the community to a range of services and facilities, and there is a need to reduce the potential effects of transport on the global and local environment. The Plan recognises that there will remain a dependency on the private car within Cornwall for many journeys but, the long-term development strategy is underpinned by the need to ensure that the most accessible location, by all means of travel, is chosen to meet the particular development need.
3.5.9 Policy 19 refers specifically to Newquay Cornwall Airport and states:
“Development should support and sustain the tourism industry and the restructuring of the economy to provide more balanced employment opportunities.
Priorities for new business and employment development will be in relation to planned urban expansion of the town and opportunities arising from the expansion of services at Newquay (Cornwall International) Airport.
The number of new homes for Newquay over the period 2001-2016 will be about 2,100 dwellings.
Development should be supported by necessary community and physical infrastructure related in particular to the planned expansion of the town.”
3.5.10 Policy 27 relates specifically to transport within the County and requires that development and transport should contribute to a more effective, more environmentally friendly and safer transport system. The accompanying text of key transport infrastructure includes reference to improvements to Newquay Airport.
Cornwall Local Transport Plan, 2006-2011 3.5.11 The second Local Transport Plan (LTP) for Cornwall covers the period between 2006 and 2011 and strongly supports the continued operation and development of Newquay Cornwall Airport. Indeed, securing both its future and successful long term development is one of the key priorities of ‘Connecting Cornwall’, the County’s overarching long-term transport strategy, which aims to address regeneration and congestion.
3.5.12 With regard to air transport, the Council is keen to support the economic development and reduce the peripheral nature of Cornwall through the retention and development of scheduled air services at Newquay Cornwall Airport. The Council will work with partners to protect and enhance access from airports in the South West to London to overcome the disadvantage of peripherality.
3.5.13 With regard to air transport, the LTP notes that if Newquay Cornwall Airport were to close:
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“there would be a significant adverse impact on the 'connectivity' of the County, with the subsequent medium and long term impacts on the sustainability of some businesses in Cornwall. Over 70% of businesses in a recent survey considered the Airport either essential or very important to their business. It will meet the anticipated needs of an expanding population and is essential to encouraging prosperity by accommodating the need for business travel. The Airport will encourage higher wage business sectors to relocate to the County, and the site itself also has the potential for business clustering over the next 20 years.”
3.5.14 The LTP sets out a five year programme for the improvement of the transport system. The Surface Access Strategy will need to be developed in line with the key objectives set out above and ultimately provide input to the next round of regional and local transport strategy documents.
Strategy and Action - The Economic Development Strategy for Cornwall and the Isles of Scilly 2007-2021 3.5.15 The strategy was launched in 2007 by the Cornwall and Isles of Scilly Economic Forum and highlights the most important priorities for economic development in these two regions. It sets out the vision for Cornwall and the Isles of Scilly and identifies the objectives needed to achieve sustainable prosperity. Strategy and Action has been informed by policies and actions at local, regional, national and European Union (EU) levels and will influence the new Convergence Programme along with the National Rural and Fisheries Programmes for 2007-2013.
3.5.16 The strategy recognises that transport infrastructure developments have impacts on the carbon footprint of Cornwall and notes that important research work is being undertaken to assess the economic and environmental impacts of airport expansion and that significant mitigation and adaptation must be enforced as a result.
3.5.17 Newquay Cornwall Airport is identified in the strategy as a strategic asset which has the potential to act as a catalyst for high levels of economic growth.
Cornwall Tourism Strategy 3.5.18 The development of Newquay Cornwall Airport is an important strategic issue facing tourism in Cornwall. The organisations already overseeing the promotion of Cornwall within the UK and abroad want to work with other partners to assist in the development of a strategy to encourage inbound tourism via Newquay Cornwall Airport.
Restormel Borough Council Local Plan 3.5.19 Newquay Cornwall Airport lies within the Borough of Restormel and the primary document for the determination of planning applications within that area is the Adopted Local Plan. This Plan, agreed by the former Restormel Borough
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Council, sets out policies and proposals for the Borough over a 10 year period to 2011 and will continue under the unitary authority.
3.5.20 Local Plan policies are a primary consideration in the determination of planning applications in the Borough. Newquay Cornwall Airport lies in the northern part of the district, outside the development boundary for any settlement and the majority of land within either the Airport or the MoD ownership is not covered by any designation or allocation.
3.5.21 The Plan acknowledges the importance of road travel in the Borough but seeks to increase the opportunities for the use of different modes and the development of an integrated system.
3.5.22 The Plan supports the improvement of road links between Newquay and St Austell (Policy 78) as well as those for improved public transport links including the potential for a new direct rail link between St. Austell and Newquay, replacing the existing branch line via Par (Policy 83).
3.5.23 There are no Plan policies relating to Newquay Cornwall Airport, however, the explanatory text does provide support for the enhancement of the facilities at the Airport and states that the (former) Restormel Borough Council - now County Council - will continue to promote the retention and improvement of services between Newquay, London and other destinations (paragraph 9.71 of the Plan).
3.6 Permitted Development
3.6.1 Unlike other airport operators, Newquay Cornwall Airport does not currently benefit from the powers to carry out certain developments, as set out in Part 18 the Town and Country Planning (General Permitted Development) Order 1995, without the need to seek planning permission.
3.6.2 The order states that permitted developments must be on operational land and be connected with the provision of services and facilities at the airport. Those developments such as an extension of the runway, construction of a new terminal, any further extension of the existing terminal, the provision of a hotel or development outside the existing operational boundary are not permitted development.
3.6.3 During the past year, as the Airport has focused on the transfer of activities from the former RAF St. Mawgan air base, this has resulted in a number of delays as all work, regardless of its need and size, has required planning permission. As Newquay Cornwall Airport continues to grow the Airport proposes to investigate ways that permitted development rights could be introduced across the airfield.
3.7 Development Applications
3.7.1 This Masterplan does not grant planning permission for any of the developments contained within it as these affect the Airport or related development. Following the adoption of the final Airport Masterplan and subject to comments made in Section 3.6 above, all development proposals subject of this Masterplan will form the subject of future planning applications, as these are brought forward for consideration.
Masterplan 3.14 Newquay Cornwall Airport 2008-2030 June 2009
Chapter 4: Newquay Cornwall Airport in 2008
4
4.0 Newquay Cornwall Airport in 2008
In this Chapter:
A history of Newquay Airport up to the present day Historic passenger growth from 2001 with Newquay Cornwall Airport having been one of the fastest growing regional airport in the UK in 2008 Description of the type of inbound passengers and their requirements as well as the Cornish residents which could use the Airport and their needs List of the works completed to obtain a CAA civilian operating license
4.1 History of Newquay Cornwall Airport
4.1.1 Military aviation activities began on the current RAF St. Mawgan site in 1942, when it was developed as a World War II base for submarine patrols over the Western Atlantic. The main military development of the Airport took place in the 1970’s as a result of extensive NATO investment for Nimrod-based submarine patrols and in the 1980’s as a major coordinated exercise base for a range of military training. Lately, the focus moved to training for search and rescue (SARS), quick reaction alert (QRA) and RAF fighter training.
4.1.2 Scheduled air services first started from RAF St. Mawgan in the 1960’s although there had been ad hoc civilian flights from the airfield on the site as long ago as the 1930’s. The small civilian enclave on the north side of RAF St. Mawgan, which currently houses the terminal complex which forms Newquay Cornwall Airport first appeared in the 1980’s, but even as late as 1996 commercial flying was restricted to services to the Isles of Scilly operated by Skybus and to London Gatwick operated by BA franchise, Brymon. Passenger volumes remained relatively constant for many years and did not rise above 70,000 - 80,000 until 2001, with the arrival of the first Ryanair service to London Stansted.
4.1.3 The civilian enclave was jointly owned by Cornwall County Council (CCC) and Restormel Borough Council (RBC) until it split in 2004, when CCC took over responsibility for its operation. Management of day-to-day operations were provided by a third party external company, the most recent of which was SERCO but the contract ended on 31 March 2007. Since that date, Newquay Cornwall Airport has been operated by a wholly owned CCC subsidiary, Cornwall Airport Limited (CAL).
4.1.4 In 2006, it was announced by the Ministry of Defence (MoD) that it would withdraw from RAF St. Mawgan as the base was not chosen as the base for the Joint Combat Fighter and was therefore surplus to the RAF’s operational airfield requirements. CCC expressed its interest in purchasing the airfield and the Secretary of State for Defence agreed to disposal of the relevant parts of their estate on the grounds that it would provide for the continuity of commercial airport operations.
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4.1.5 As the Airport is widely recognised as playing a major role in the continued economic growth of the County, CCC embarked on a “transition” project to convert RAF St. Mawgan with its military operating licence to a fully licensed civilian airfield. The necessary works began in 2007 and the CAA civilian license was granted to Newquay Cornwall Airport on 19 December 2008; the transition project is discussed in greater detail in Sections 4.8 and 4.9.
4.2 Current Airport Configuration
4.2.1 The airfield is situated on the north side of Cornwall, 6 miles from Newquay, 19 miles from Truro and Bodmin and 41 miles from Penzance. The existing civilian airport is accessed from the A3059 St.Columb/Newquay road via a local ‘Class C’ road.
4.2.2 The area of land currently the responsibility of the Council is 295 hectares, which includes the sale of land from the MoD; prior to transition and the land purchase, the civilian enclave under the responsibility of the Council was 3.8 hectares.
Figure 4.1: Newquay Cornwall Airport after Completed Land Sale
4.2.3 The airfield operational areas are based around a single concrete and asphalt runway and associated taxiways, which are capable of supporting operations up to Boeing B747 aircraft. The runway was resurfaced in 2008 with grooved Marshall asphalt.
4.2.4 The declared runway distances are shown in Table 4.1 below:
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Table 4.1: Declared Runway Distances at Newquay Cornwall Airport TORA TODA ASDA LDA 2,640 m 2,940 m 2,640 m 2,745 m Runway 12 8,659 ft 9,643 ft 8,659 ft 9,003 ft 2,745 m 2,859 m 2,745 m 2,445 m Runway 30 9,003 ft 9,378 ft 9,003 ft 8,120 ft Terminology: TORA: Take-off Run Available TODA: Take-off Distance Available ASDA: Accelerate-Stop Distance Available LDA: Landing Distance Available
4.2.5 At these declared distances, the performance capabilities of the runway can support trans-Altantic traffic across a wide range of widebody aircraft types, ranging from a Boeing 767 and A330 to Boeing’s 747 and Airbus’s A380 and, for the aircraft types with sufficient range, to far-east destinations such as Hong Kong or Singapore.1
4.2.6 The Navigational aids available at Newquay Cornwall Airport include:
Primary and secondary radar (extending to 60nm) CAT IIIA ILS on Runway 30 CAT I ILS on Runway 12 Instrument Runway Visual Range (IRVR) Non Directional Beacon (NDB) Distance Measuring Equipment (DME)
4.2.7 The current operational hours of the airfield are 06.30 to 22.00.
4.2.8 The civilian enclave is located at the northern edge of the site and comprises a passenger terminal, aircraft parking apron, a 1,860m2 (20,000 sq.ft) hangar, access and parking for approximately 544 cars in two car parks plus an additional 80 temporary spaces and other small-scale related facilities. The terminal itself consists of a check-in area, security control, departure lounge, arrivals hall and other offices. Catering facilities are available in the check-in area and departure lounge.
4.2.9 The current terminal is capable of accommodating up to approximately 700,000 passengers per year after completion of the Interim Development Strategy (IDS) works. These works have led to an increase in the overall footprint of the terminal area by increasing the check-in, security and departures areas and by adding new retail and food/beverage opportunity. In addition, a new arrivals hall has been built that enables the Airport to handle both domestic and international flights at the same time, a capability that was missing previously. Landscaping and interior finishes complete the look of the airport to give it a more modern feel that reflects Cornwall.
4.2.10 There are currently four aircraft stand available, two of which are capable of accommodating a narrowbody Boeing 737 or Airbus A320 aircraft (120-to 190- seat aircraft) and all four capable of accommodating turboprop aircraft. A further stand (Pan 21) will be completed in Summer 2009, capable of accommodating another narrowbody aircraft.
1 www.boeing.com and www.airbus.com (04.10.08).
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4.2.11 The general configuration of the airfield as well as its location within the immediate area can be found in greater detail in Appendix A1 at the end of this document.
4.3 Operational and Commercial Development of the Airport
4.3.1 The day-to-day operational and commercial development of the Airport is carried out by Cornwall Airport Ltd. (CAL) and the Airport Development Team (ADT), respectively.
Cornwall Airport Ltd. (CAL) 4.3.2 Cornwall Airport Ltd. (CAL) is the wholly-owned subsidiary of Cornwall Council and was formed on 1 April 2007 to take over the day-to-day operation of the airport from the incumbent operator, SERCO. CAL’s primary objectives are:
Have direct operational responsibilities for civilian aviation Carry forward the detailed operational planning and preparation for the take over of the entire airfield Provide services (passenger and aircraft) to meet existing flights and those arising from passenger growth
Airport Development Team (ADT) 4.3.3 The ADT is a team within Cornwall Council. It comprises three streams: Commercial, Strategy and Funding, and Construction. It is responsible for the commercialisation of the Airport, delivering the infrastructure projects that support the transition to a CAA licence and those necessary for commercialisation and for securing local, regional and EU funding for aspects of the project. It also has responsibility for media/PR, Government and industry affairs and for meeting corporate reporting requirements to the Council. In the long term, it will additionally oversee exploration of opportunities for joint ventures and externalisation of airport activities, where appropriate, in consultation with CAL and also the attraction of private sector investment to the airfield.
4.4 Competitive Landscape Competitive Landscape within Cornwall 4.4.1 Although Newquay Cornwall Airport is the largest commercial airport in Cornwall, there are two others in the County that operate scheduled services – Land’s End and Penzance – along with a handful of general aviation airfields. The Isles of Scilly also has airfields at St Mary’s and a heliport on Tresco, which have commercial links to both Land’s End and Penzance.
4.4.2 In terms of basic infrastructure within Cornwall, the table below sets out runway length and surface types:
Table 4.2: Airfields within Cornwall Runway Airport Surface Length Newquay Cornwall Airport Asphalt 2,745 m Land’s End Aerodrome Grass 792 m St. Mary’s (Isles of Scilly) Asphalt 570m Tresco Heliport (Isles of Scilly) Grass n/a Penzance Heliport Concrete n/a
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4.4.3 None of these sites other than Newquay Cornwall Airport are capable of accommodating commercial airline operations, nor are other old military airfields and current general aviation sites which were examined in a site search study in 2006. Therefore, in terms of a central location within the County, existing airfield assets and availability, Newquay Cornwall Airport is the only logical place to locate a main commercial airport for Cornwall.
Competitive Landscape within the South West and Beyond 4.4.4 Regionally, Bristol International Airport, Plymouth Airport, Exeter International Airport and the London airports of Heathrow and Gatwick are all considered as options for passengers for their travel. Although none of these alternatives are in close proximity – Exeter and Bristol are a significant drive away and Plymouth has a symbiotic relationship with Newquay - the limited flights and destinations available from Newquay Cornwall Airport over the last 10 years have created a tendency of passengers from the County to “leak” to other airports and for incoming visitors using alternate entry points to Cornwall.
4.4.5 As shown through a recent survey on the most popular airports used to travel from Cornwall, this leakage can clearly be seen:
Table 4.3: Popular Airports for Travel by Cornish Residents (in order of usage) Airport for UK Airport for Airport for other Travel EU Travel International Travel Newquay Exeter London Gatwick Exeter Bristol London Heathrow Bristol London Gatwick Bristol Plymouth London Heathrow Exeter London Gatwick Newquay - London Stansted - -
4.4.6 Therefore, for Newquay Cornwall Airport to successfully develop there must be a clear understanding of what these other airports are offering and why they are attractive to outbound – and to a lesser extent - inbound passengers.
Bristol International Airport 4.4.7 This airport is located 150 miles from Newquay Cornwall Airport and has a drive time of approximately 2 hours 50 minutes2. It offers a variety of flights to UK and Irish destinations, primarily to holiday destinations within Europe and is now starting to offer an increased number of long-haul flights to the United States and Canada. In 2007, Bristol had a passenger throughput of 5.9 million passengers and is the largest in the South West.
4.4.8 There are currently 17 scheduled operators with flights to/from Bristol, including large low-cost airlines Ryanair and easyJet as well as smaller, regional carriers such as Air Southwest, Eastern Airways and Aer Arann. Additionally, there are also over 50 charter and tour operators available at Bristol, clearly indicating that this airport is focussing on the outbound holiday market.
Plymouth Airport 4.4.9 This is the next closest commercial airport to Newquay, at 50 miles or approximately 1 hour 15 minutes3 driving time. One of the defining characteristics of Plymouth is its relatively short runway length of 1,109 m, which limits the largest allowable operating aircraft type to 50-seat turboprops.
2 http://maps.google.co.uk/maps (04.11.08). 3 http://maps.google.co.uk/maps (04.11.08).
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4.4.10 There is one operator at Plymouth, Air Southwest, which is also the largest operator from Newquay Cornwall Airport and the routes from Plymouth are mirrored by the network available from Newquay. Therefore, Plymouth Airport, with its limited aircraft types, shared airline and similar network, is not considered to be seriously competing for Cornish passengers.
Exeter International Airport 4 4.4.11 Situated 90 miles and approximately 1 hr 45 minute drive time from Newquay, Exeter provides the closest direct competition to Newquay Cornwall Airport. Its primary airline, Flybe, provides scheduled operations to the UK and Ireland as well as short-haul European destinations. These are complemented by charter and tour operators providing flights and packages to sun and ski destinations.
4.4.12 Although Exeter attracts a significant level of passenger “leakage” from Cornwall due to the wider range of destinations offered, it can still be considered a separate market, with minimal overlap in catchment areas, as evidenced by Flybe increasing its network from Newquay Cornwall Airport to five destinations in Summer 2008 even though many of the same destinations are served from Exeter.
London Heathrow and London Gatwick Airports 4.4.13 It has been documented through the years that a significant number of passengers seeking long-haul flights and connections to reach European destinations will travel by surface modes to London, despite being some 260 miles away and up to a 5 hour5 drive from Cornwall.
4.4.14 Recently, the trend of passengers travelling to London for flights is falling, but this is largely due to the increased number of destinations offered from places such as Bristol and Exeter. However, for inbound passengers who are not flying direct to Newquay already, London airports are the primary arrival point with transfers made by surface transport to Cornwall. The London system is therefore a competitor for inbound traffic and Newquay Cornwall Airport will develop its passenger strategy accordingly.
4.5 Passenger Profile
4.5.1 Newquay Cornwall Airport has a core catchment of approximately 520,000 people and those are within a one hour drive time; this is expected to grow to around 625,000 by 20266.
4 http://maps.google.co.uk/maps (04.11.08). 5 http://maps.google.co.uk/maps (4.11.08). 6 http://www.statistics.gov.uk, ONS Population Projections (5.11.08).
Masterplan 4.6 Newquay Cornwall Airport 2008-2030 June 2009 4
Figure 4.2: Drive time from Newquay Cornwall Airport
4.5.2 Local trunk road improvement schemes on the A38 completed in 2008 effectively extend the catchment area of the Airport into the City of Plymouth and South Devon by reducing the surface transport time to Newquay.
Passenger Surveys 4.5.3 To gain a better understanding of the passengers who use Newquay Cornwall Airport, a twice annual survey has been undertaken in January and August and these have been carried out for each of the past five years. The nature of the questions asked help to develop a demographic understanding of users of the airport and also identify areas that have improved or need additional attention and is an important element of business development.
Age and Residence7 4.5.4 Currently, half of the users of the airport are between the ages of 35 to 59 and this is a pattern that has been seen over the past five years, with little shift in the other age categories. Approximately 42% are Cornish and Devon residents, 49% are from other UK counties with the remaining portion from Europe or overseas. This geographic split is, however, reflected in the nature of routes available (primarily domestic UK)
Recurrent demand for flights8 4.5.5 In a recent survey, Cornish residents have been asked how many times they have flown in the past 12 months to gauge their propensity to fly. Only 9.3% had not flown previously, with 26.9% having flown 1 to 2 times, 32.3% 3 to 5 times, 15.7% 6 to 10 times and lastly 15.7% of those surveyed had flown 11 times or greater in the past twelve months.
7 Newquay Cornwall Airport Passenger Survey, August 2008 & January 2009. 8 Newquay Cornwall Airport Passenger Survey, August 2008 & January 2009.
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Figure 4.3: Number of flights in the last 12 months
4.5.6 This indicates that there is a strong recurring demand for flights from Cornwall, especially for the very frequent flyers when compared to the national average where 10% of passengers flew 11 times or more in the previous year9. This may be a reflection of the relatively remote location of the County with longer surface access journeys.
Purpose of Trip10 4.5.7 Taken over the entire year, the split between leisure, visiting friends and relatives and business has remained relatively consistent:
Figure 4.4: Main Purpose of Trip (2004 – 2008)
9 CAA Airport Survey Data, 2008. 10 Newquay Cornwall Airport Passenger Survey, August 2003 to 2007.
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4.5.8 However, this can easily mask the need for year-round flight to support local businesses, as the chart below shows, taken from the August 2008 and January 2009 surveys:
Figure 4.5: Main Purpose of Trip (August 2008 v. January 2009)
Summer v. Winter 4.5.9 Newquay has primarily been known as a summer holiday destination, with the majority of flights and passengers being generated in the summer months. However, 50% more destinations were operated year round in 2008/09 compared with two years previously. This suggests that this trend is moving towards a balancing of the passenger traffic as more airlines are seeing the potential of year round flights.
Table 4.4: Summer and Winter Passengers and Movements (2005-2008) Passenger Profile Summer Winter Passenger volume 73% 27% Aircraft 65% 35% movements
Residents Survey11 4.5.10 Inbound visitors to Cornwall are a major market for the airport, and in 2007, 4% of Cornwall’s 4.2 million visitors flew, an increase of 2.3% on the figure of 3 years earlier. However, the County’s 520,000 residents are the other significant source of demand, although there is evidence of some small scale penetration of the South Devon market.
4.5.11 Until recently, aside from those who currently use Newquay Cornwall Airport, little was known about the travel habits of Cornish residents. Therefore, in 2007 a survey was undertaken to understand the travel habits of the local population and provide information that could be used to steer the development of the Airport to meet the needs and wants of its core catchement.
11 Travel Habits Research Study, Power Marketing, August 2007.
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4.5.12 The survey was carried out in the major centres around Cornwall of Truro, Newquay, Falmouth, St. Austell, Bodmin, Penzance, Liskeard, Camborne, Fowey and Looe.
4.5.13 A range of behavioural questions were asked, including where the residents had travelled to in the past three years:
Table 4.5: Major Destinations Travelled to in Last 3 Years Other International UK Destinations EU Destinations Destinations London Spain (general) USA (general) Manchester France (general) Canada (general) Bristol Paris Australia (general) Birmingham Greece (general) Caribbean Leeds Italy (general) Florida Wales Germany (general) Thailand Scotland Portugal (general) Barbados Liverpool Holland (general) Egypt Nottingham Barcelona -
4.5.14 Convenience, cost and frequency of flights were all identified as key reasons why respondents chose to fly and the key motivator to using or considering using Newquay Cornwall Airport was its convenience. The potential appeal of the airport was also demonstrated that nearly 66% of respondents would be willing to pay a premium for the convenience of flying from close to home, as opposed to Exeter, Bristol or London.
4.6 Passenger Growth
4.6.1 In the period up to 2001, the year-on-year growth was small and total passengers remained below 100,000 per year. However, following the introduction of a London Stansted service by Ryanair in 2002, traffic roughly doubled, reaching 185,000 passengers in 2003. Since then, the Airport has seen significant growth with 430,890 passengers in 2008:
Figure 4.6: Air Passenger Growth at Newquay Cornwall Airport (1998/9 to 2008/9)
(Source: SERCO/CAA/CAL)
4.6.2 In 2009/10, there is a peak of 20 routes being operated by eight scheduled and charter operators:
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Table 4.6: Newquay Cornwall Airport Operators and Routes, 2009/10 Airline Routes operated Frequency* Season Bristol 2x Daily Year round Cork 6x per week Year round Dublin Daily Year round Glasgow Daily Year round Grenoble 1x per week Winter Air Southwest Leeds/Bradford 2x Daily Year round London City 2x Daily Year round London Gatwick 4x Daily Year round Manchester 2x Daily Year round Newcastle Daily Year round Birmingham 4x per week Summer bmibaby Manchester Daily Summer Edinburgh 6x per week Summer Flybe Isle of Man 2x per week Summer London Gatwick 3x Daily Year round Belfast International 2x per week Summer Jet2.com Leeds/Bradford 3x per week Summer Alicante 3x per week Summer Ryanair London Stansted Daily Year round* St. Brieuc (Brittany) 4x per week Summer Skybus St. Mary’s (Isles of Scilly) 4x Daily Year round*
Falcon Travel Zurich 1x per week Summer
Lufthansa Düsseldorf 1x per week Summer
* Reduced frequency in Winter
4.6.3 Air Southwest currently offers the greatest number of destinations from Newquay Cornwall Airport and is responsible for a significant number of the passengers annually. This is an important carrier for the Airport as the majority of its routes operate year round and therefore offer necessary links to the rest of the UK and to Ireland for the business community.
4.6.4 Bmibaby has been operating a daily service to Manchester during the summer months for a number of years and will add Birmingham in 2009. These route are typical of Newquay, adding capacity during the high-season to meet the increased demand for inbound travel.
4.6.5 Flybe is continuing to operate Edinburgh and Isle of Man summer services and, in February 2009, started a service from Newquay to London Gatwick, operating 3x daily.
4.6.6 Jet2.com will serve Newquay for the first time during 2009, with services to Leeds/Bradford and Belfast International. Similar to bmibaby, Jet2.com will provide additional capacity to and from these destinations during the busy summer months.
4.6.7 Ryanair continues to be a large volume carrier from Newquay Cornwall Airport. London Stansted will operate at daily frequency throughout 2009 and Alicante will return for the summer. This Spanish route represents the first serious foray into scheduled direct flights to the popular holiday destination most often identified by surveys of Cornish residents.
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4.6.8 Skybus has been operating services to Isles of Scilly for more than 10 years and in 2009 will again fly to France, to St. Brieuc in Brittany.
4.6.9 Falcon Travel has returned with a weekly connection to Zurich, but this is primarily an inbound route.
4.6.10 Lufthansa is returning to serve the German market by offering flights from Düsseldorf on a weekly basis. Similar to the Zurich market, this is expected to primarily be inbound passengers.
4.6.11 In addition to the scheduled services, a number of “one off” charter flights are part of the route network.
4.7 Operational Safeguarding
4.7.1 Safeguarding is the process used to ensure that the areas in and around Newquay Cornwall Airport are protected, as far as reasonably possible, against any development which would cause unacceptable risks to air traffic services, navigation equipment or facilities.
4.7.2 The Airport operator is required to lodge its aerodrome safeguarding map with the Local Planning Authority, which is a composite related to all CAA safeguarding criteria to the ground level around the aerodrome. It not only covers the aerodrome protected surfaces but also technical site safeguarding covering criteria pertaining to equipment such as radar, VOR and ILS.
Protected Surfaces and Aerodrome Areas 4.7.3 The safeguarded surfaces are clearly defined by the CAA in the CAP168 manual and comprise:
Taxiway (incl. Taxiway Strip), Taxilane and Stand Clearances Runway Strip (which encloses a runway and any associated Stopway and includes a Cleared and Graded area) Clearway Runway End Safety Area Take-off Climb Surfaces Approach Surface Transitional Surface Inner Horizontal Surface Conical Surface Outer Horizontal Surface Obstacle Free Zone
4.7.4 These surfaces are illustrated in Figure 4.7 below:
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Figure 4.7: Obstacle limitation surfaces for an Instrument Runway
4.7.5 In addition to these general sites applicable to all airfields, the technical and equipment sites at Newquay Cornwall Airport that also require safeguarding are:
ASR (Aerodrome Surveillance Radar) ILS Localiser and Glide Path (Critical Areas, Sensitive Areas and Safeguarded Surfaces) DME VDF NDB Radio Receivers and Transmitters
Changes within the Airfield 4.7.6 Newquay Cornwall Airport, as the operator of a licensed aerodrome, is required under the conditions of the Aerodrome Licence to obtain the prior approval of the CAA for any changes to the physical characteristics of the aerodrome as part of the process known as safeguarding. Examples when this would occur include the erection of new buildings or alterations to existing buildings or visual aids.
4.7.7 In addition, the Airport must notify the CAA of any material change in the surface of the landing area or in any obstacles affecting the approach, take-off or circuit. These are "blanket" conditions requiring all changes and developments to be referred to the CAA, whether or not they would be likely to affect the safeguarded surfaces or be shielded by existing structures.
4.7.8 The map does not define allowable height limits, merely the circumstances in which the Local Planning Authority are required to consult the Airport Operator.
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Safeguarding beyond the Airport Boundary 4.7.9 Outside the airport boundary, Newquay Cornwall Airport has no safeguarding powers as such. However, it is common practice for architects, consultants and Local Authorities to refer proposals or planning applications at or close to the Airport for comment prior to planning consent.
4.7.10 The Airport has a right, as does any other interested person or body, to comment on, object to or suggest modifications to any proposal and this right should be exercised in order to protect the Airport’s interests. Any opposition may generally take the form of suggesting height limits where the AGA surfaces, OCZ surfaces or the plane of lights would be affected, but other factors could also lead to an objection. For example, we may object to rubbish tips, gravel extraction and in filling on the grounds of increased bird activity and/or smoke affecting operations at the airport.
4.7.11 The area of interest extends, for practical purposes, approximately 15km (9.5 miles) from the airfield, with decreasing interest the farther from the airfield itself:
Figure 4.8: Aerodrome Safeguarding Map
Assessment & Treatment of Obstacles 4.7.12 There are two main criteria which need to be satisfied, that is that the aerodrome protected surfaces (AGA) are not penetrated by development and that the critical and restricted areas around technical sites are not infringed as to ensure the operational integrity of the equipment.
4.7.13 When considering an obstacle, it will be assessed on the following criteria:
The nature and ownership of the obstacle Its location in relation to the origin of the safeguarded surface
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The amount the surface is infringed and gradient presented by the obstacle to the surface of origin Whether any shielding is provided by an existing immovable obstacle The volume and type of air traffic at the aerodrome The instrument approach procedures published for the aerodrome
4.7.14 As part of this Masterplan process all of the development will have to be put through the official Airport Safeguarding process.
4.7.15 In the main a number of these developments have all had an initial safeguarding assessment made. After the Masterplan has been approved, all the planned developments will be formally submitted for consideration, through the recognised process.
4.7.16 For all development on or in close proximity to the aerodrome, the written opinion of the Airport Operator should be sought.
4.8 The Transition Project
4.8.1 Fundamental to the continued operation of commercial air services from Newquay Cornwall Airport was the Transition Project, the result of which was the granting of a CAA operating license enabling CAL to take responsibility for the operation of the airfield in its entirety.
4.8.2 The transition of an operating airfield from military to civilian licensing had never been attempted before in the UK and therefore had many risks to its successful completion. Progress was made through the excellent working relationship between the MoD, RAF, CCC, CAL and CAA to resolve operational, technical and commercial issues as they arose and all parties were committed to work together to meet the December 2008 completion date.
4.8.3 The construction works took place over the entirety of the airfield, and it was necessary to acquire or secure leases on land at either end of the runway to secure clearance areas for Runway End Safety Areas (RESA), to prevent intrusions into key safety surfaces, permit the erection of approach lights and undertake a programme of tree management.
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4.8.4 The disposition of these works is shown below in Figure 4.9:
Figure 4.9: Transition Works Map
4.8.5 The main elements of transition works in construction terms were:
Runway resurfacing and re-profiling Taxiway widening and re-profiling Replacement of all in-situ RAF navigational aids Provision of a new air traffic control tower and all associated air traffic control equipment for radar, approach and ground movement control New approach lighting New runway lighting to conform to the new, reduced runway width and to facilitate the introduction of CAT III ILS Acquisition of new fire appliances Conversion of existing MoD workshops in the Waterfront Area to provide temporary accommodation for the Rescue and Fire Service whilst permanent accommodation is built on the Northern side of the airfield Installation of a new Fire Training Rig Development of a new rendezvous point (RVP) for emergency services Securing a new water supply to north side of runway Tree management of woodland adjacent to the westerly threshold New security fence around entire airfield Delethalisation and removal of RHAGS (arrester gear for incoming military aircraft) Fire Station on northern side of the airfield
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4.8.6 The land agreement was signed with Defence Estates (DE) committing them to sell the land to CCC subject to the resolution of a number of severance (or completion) conditions and the land was eventually transferred to the Council on 1 December 2008.
4.9 Securing the CAA License
4.9.1 Running in parallel with the transition works had been the operations preparation to obtain a CAA civilian operational license for the airport. This was a complicated process involving the preparation of some 20,000 pages of documentation, recruitment and training of key personnel and close liaison with the CAA’s Safety Regulation Group about every aspect of the transition project and the Airport’s safety procedures, to ensure compliance with CAP 168, which defines the requirements to be met.
4.9.2 To achieve aerodrome licensing, the critical path elements for Operations were:
Programme delivery Aerodrome manual and associated departmental operation manuals Air Navigation Service Provider (ANSP) Aerodrome safeguarding Bird hazard management Runway resurfacing ATC/RFFS/ATE training plan Delethalisation Emergency exercise Airspace design Safety cases and technical files Aeronautical Information Publication (AIP)
4.10 Summary
4.10.1 Newquay Cornwall Airport is a typical small regional airport at an early stage in its development. Since 2001, the route network from Newquay has grown from two routes and two carriers to a high of 20 routes and eight carriers by Summer 2009. Passenger numbers have been increasing accordingly and in 2008, the Airport was the fastest growing regional airport in the UK at approximately 22% year-on-year growth.
4.10.2 Although other airports within the South West and further afield are used by Cornish businesses, residents and visitors to access the County, there are signs that Newquay Cornwall Airport is beginning to realise its potential as a key transport gateway into the County and that flying from the County’s own airport is becoming an increasingly attractive proposition.
4.10.3 Successful delivery of the Transition project is subject to numerous risks, large and small, external and internal. However, the programme has been managed to minimise or mitigate the risks and the CAA license was successfully granted on 19 December 2008.
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Masterplan 4.18 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 5: A Sustainable Approach to Development
5
5.0 A Sustainable Approach to Development
In this Chapter:
The need for an airport to serve Cornwall and the case for development of Newquay Cornwall Airport as the County’s airport is set out Considerations specific to the site that could constrain development for which mitigations strategies can be developed The opportunities resulting from the conversion of RAF St. Mawgan into a fully licensed civilian airfield that can contribute towards sustainable development of the County
5.1 Introduction
5.2.1 The vision for the Airport set out in Chapter 2 lays particular emphasis on achieving its aims through sustainable development. In particular, the Airport will be:
“…developed in as environmentally sustainable manner as possible …” “…designed to the best sustainable development principles, offering a model for other small regional airports to aspire to.”
5.2.2 This philosophy has underpinned the thinking about the Airport’s future development, from the time the MoD announced it was to close RAF St. Mawgan as an operational base through to the decisions taken as a result of this Masterplan. This ongoing process of systematic sustainable development assessment has involved a number of stages:
Initial consideration of whether a commercial airport remained an essential infrastructure requirement for Cornwall Examination of whether Newquay was the best location for a civilian airport and therefore merited intervention to maintain airfield operations when the RAF withdraws Identification of the constraints and opportunities that the airfield at RAF St. Mawgan and its surrounding environment present for the development of long-term options of a commercial airport The definition of the objectives used in the Sustainability Appraisal in Chapter 11 and the Strategic Environmental Assessment (SEA), to evaluate the developments of Chapters 8, 9 and 10
5.2.3 At each stage consideration has been given to the approach set out in the Government’s sustainable development strategy1 and the key principles set out in PPS12. A fuller description of these principles is provided in Appendix A2 and are summarised below:
Social cohesion and inclusion
1 A Better Quality of Life – A Strategy for Sustainable Development for the UK (1999) CM4345, HMSO. 2 Planning Policy Sustainable Development (2005): Office of the Deputy Prime Minister, HMSO.
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Protection and enhancement of the environment Prudent use of natural resources Sustainable economic development
5.2.4 In line with these principles, the provisions of the Air Transport White Paper, which emphasises the need to “… strike the right balance between economic, social and environmental goals…”3 and the subsequent White Paper Progress Report4 focus strongly on the issues of climate change and the need for sustainable growth in air transport and the key role this growth will play in the future economic development of the UK, taking cues from the Stern and Eddington reports; the chapters on Carbon Impact and Mitigation within this Masterplan address this issue in greater depth.
5.2 The Need for an Airport to Serve Cornwall
5.2.1 Cornwall is one of the most peripheral regions of the UK with long surface travel times to major cities in the UK and Europe. This acts as a constraint to:
Business, connectivity, productivity and competitiveness Social cohesion in terms of access to the educational, Cultural and political instructions in major UK cities (especially London) Makes access to European institutions and the single connectivity market inconvenient and time consuming
5.2.2 Due to its low GVA and high levels of economical social deprivation, Cornwall is also identified as a priority area for addressing regional disparities in economic performance and as a result qualifies for EU Convergence Funding for the period 2007-2013. A primary objective if the economic strategy for Cornwall is to build on these funding opportunities and create a framework of infrastructure skills and sectoral activities that will facilitate sustained economic growth in the future.
5.2.3 Newquay Cornwall Airport has been identified as one of three “transformational projects” that can help to deliver economic objectives. This is because airports are widely recognised as important drivers of economic development and an essential pre- requisite to a modern, high skilled and prosperous regional economy as well as being a potential catalyst for regeneration.
5.2.4 Air transport also provides access to the global economy and in particular, will enable Cornwall to participate more fully and competitively in the national, European and wider global marketplace. The trend towards increased globalisation of companies and economic activity has created demand for an ever- widening network of air services at regional airports. As such, the ‘value added’ that the future growth of Newquay Cornwall Airport has the potential to deliver will be an important factor in attracting new inward investment from outside the
3 The Future of Air Transport (2003): Department for Transport, HMSO. 4 The Future of Air Transport Progress Report (2006): Dept for Transport, HMSO.
Masterplan 5.2 Newquay Cornwall Airport 2008-2030 June 2009 5 area, sourcing essential skills and expertise from outside the County, retaining existing companies and facilitating their expansion.
5.2.5 Although Exeter and Bristol airports provide potential alternatives to access air services, Cornish companies, providers of high level business services from outside the County and inbound tourists, neither is conveniently located relative to much of Cornwall as long surface journeys are required to access them. As such, although they fulfil a complementary role in providing a wider network of direct, regionally based air services than Newquay Cornwall Airport can currently sustain, they do not meet the core needs of these key economic groups who want to fly from or into an airport located conveniently within the County. Nor do they meet the requirement to provide a base a for fixed-wing services to the Isles of Scilly that can offer regular lifeline services, particularly during the summer.
5.2.6 Promoting a choice of air services from local airports to reduce long surface journey times is also a key objective of the Air Transport White Paper. This is not only because of the benefits it would bring to the local economy in terms of income generated and the range, quality and diversity of jobs created, but also for environmental reasons. For example, if the passengers using Newquay Cornwall Airport in 2007 had used the next nearest airport for their journey, it would have generated an estimated 11,000 5 tonnes of CO2 .
5.2.7 As discussed in Chapter 15 of this Masterplan and the associated Annex: Carbon Impact Study, for single passengers or couples travelling by air to Cornwall is not materially worse, and in some cases better, than travelling by car or train. Passenger surveys at the Airport also suggest that inbound air passengers, which currently make up the majority of passengers at Newquay Cornwall Airport particularly in the summer, are less likely to use a car intensively while in the County than those visitors who have driven to Cornwall6.
5.2.8 For all these reasons it was decided that developing a commercial airport in Cornwall is a sustainable project essential to the County’s future. With this above in mind, and as set out in Chapter 3, the Council decided in 2004 to take over the running of the ‘civil enclave’ and in 2006 to support the growth of commercial air services into Cornwall by securing a fully licensed civilian airport capable of providing commercial services to the whole County rather than relying on small airfields whose main purpose is to provide bases for General Aviation and lifeline services to the Isles of Scilly.
5.3 Why Newquay Cornwall Airport?
5.3.1 The RAF’s decision in 2005 to cease military flying from St. Mawgan presented the County Council with a unique opportunity to realise this ambition. However, in line with sustainable development principles, a review was
5 Newquay Cornwall Airport to 2030: Carbon Impact Study (2008), Entec. 6 Newquay Cornwall Airport Passenger Survey, 2003-2008.
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undertaken of other airfields in the County, both active and inactive, to ensure all reasonable alternatives were explored.
5.3.2 The main advantages of RAF St. Mawgan site were identified as:
Newquay’s central location within the County offering convenient access to many of the County’s key attractions and destinations Its proximity and relatively convenient access to the A30 and A39 and the scope for linking the South Side of the airfield to a range of bus services using the A3059 The length of the existing runway and the Airport’s established civilian terminal facilities and commercial air services The size and “brownfield” nature of the wider airfield estate and its potential to act as the focal point for a cluster of aviation related businesses – aerospace being one of the key sectors identified for support in the South West’s Regional Economic Strategy7 Its potential to support skills and training initiatives in a high added value sector that has the capability of supporting wider regeneration initiatives in Restormel, where significant volumes of new housing are planned and Cambourne, Pool, and Redruth, which is the focus of many of the County’s existing aerospace and engineering companies The policy support for the airfield’s development in the Airport White Paper A relative lack of any significant environmental or operational constraints
5.3.3 When taken together, these factors pointed to RAF St. Mawgan as the best and most sustainable opportunity to develop a substantive, multi-faceted civilian and sustainably located airport in Cornwall. None of the other sites considered offer the same combination of benefits and relative lack of disadvantages. It was for this reason therefore, that the Council committed itself to delivering the desired commercial facility at Newquay despite the tight programme for meeting transition before the RAF withdraw and adopted the Five Year Airport Development Plan, described in Chapter 7, in June 2006.
5.4 Potential Constraints
5.4.1 Considering sustainability principles, a number of opportunities and constraints which could affect the development at Newquay Cornwall Airport were identified, which have been considered and used as a reference matrix when considering the development plans in Chapter 11. These have also then been subjected to the Strategic Environmental Assessment (SEA) supporting this Masterplan.
7 Regional Economic Strategy for South West England 2006–2015, (www.southwestrda.org.uk/res2006).
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Airport Operational Issues 5.4.2 Within the Airport, there are a number of operational issues that could impact on the potential for new development. These include:
Safeguarded zones – development under the approach and take-off paths at either end of the runway is restricted, as is the size and nature of development in close proximity to the airfield to ensure no conflict with safe operations; similar restrictions associated with radar and other navigational aid, also need to be considered
Areas potentially subject to significant noise and air quality exposure – the numbers of properties potentially affected by ground noise and emissions are extremely limited at either end of the runway and on the southern side of the airfield, but are more numerous in the vicinity of Carloggas and St. Mawgan to the north and larger settlements that are potentially significantly affected by noise and emissions from aircraft departing or approaching the airport are, for the most part, at some distance from the two thresholds
5.4.3 Consequently noise and emissions are only really a material issue if there were a major expansion of terminal and apron facilities to the north of the runway.
Surrounding Airfield Issues 5.4.4 In addition to the operational factors, there are a number of other possible constraints with the airfield and former MoD land that could impact on development opportunities. These include:
Contamination on the site – work has been done to understand the potential for contamination from previous uses within the site, but it is considered that there is much lower potential for this along the Waterfront area and in part of the MoD Estate being acquired to the south of the runway
The presence of a significant number of existing aviation related buildings south of the runway in the Treloy and Waterfront areas points to this area as a natural location for further development rather than to the north of the airfield where the development would be much more visible and site constrained
Landscape Issues 5.4.5 The surrounding landscape is attractive, with views to the valley containing Porth Reservoir to the South, the dramatic Cornish coastline around Newquay to the West, the historic Carnanton Estate with its Grade II listed building, the quaint village of St. Mawgan and landscape designations to the north - all of which any development must respect. The quality of the landscape and these designations points to any large scale development being located to the south of the runway rather than to the north.
Access Issues 5.4.6 The road access to the existing terminal and hangar developments is sufficient for the current capacity of the airport, but would be inadequate should passenger numbers increase significantly beyond that for which planning permission has already been granted. The terminal is off main bus routes into and out of Newquay and is consequently served by less frequent public transport
Newquay Cornwall Airport 5.5 Masterplan June 2009 2008-2030 5
services to the surrounding towns and villages. Although there is potential to improve public transport access to the existing site, there is scope to realise substantially higher public transport mode split by locating terminal facilities to the south of the runway in close proximity to the A3059. As such this is a much more sustainable location for a future larger scale terminal and associated commercial and aviation related development.
5.5 Potential Opportunities for Future Development Site and Surroundings 5.5.1 Whilst the quality of the surrounding environment has been identified as a potential development constraint above, it also presents the opportunity to create a landmark development with a true sense of place. This brings with it the need to ensure the design and associated landscaping is of the highest quality and complements its surroundings.
5.5.2 The valleys on the southern side of the airfield offer the opportunity for new development within sheltered, visually unobtrusive locations while allowing ‘landmark’ architectural locations at gateways and head of valleys with outstanding outward facing views. The wooded valleys south of the airfield currently constrain connections to the A3059. However, with careful design, could be utilised to create a unique movement pattern within and through the development and an attractive environment to encourage walking and cycling between buildings on the site.
5.5.3 The proximity of the Airport to the popular Watergate Bay is something on which the site should focus. The land uses in this area include Watergate Bay Hotel, Fifteen Restaurant and the Extreme Sports Academy, which have managed to capture a high profile niche in the market. There is considerable potential for synergies with commercial uses that are suitable on, or adjacent to, the airfield.
Existing Infrastructure 5.5.4 In planning terms, development on previously developed land is more sustainable than development on greenfield locations. A substantial part of the Newquay Cornwall Airport site, especially to the south of the runway, is classified as previously developed land. The estate acquired from the MoD offers significant opportunities to redevelop or re-use existing facilities, but the residual estate would be more difficult to develop because of the form, range and disposition of the existing buildings and structures it contains and the road access to it which is sub-standard.
5.5.5 However, the triangle of farmland between the south side of the airfield and the A3059, as well as being the natural location for one or more access corridors to “open up” development of aviation related development on the airfield, is also well located to accommodate aviation related and associated development that does not require airside access. Its greenfield nature means that there is also the potential to design from scratch a highly accessible, sustainable and energy efficient form of development.
Masterplan 5.6 Newquay Cornwall Airport 2008-2030 June 2009 5
Energy Efficiency and Carbon Neutrality 5.5.6 During the preparation of this Masterplan, considerable effort has been made to develop a carbon and energy efficient strategy for the Airport. Not only does the Carbon Impact Study accompanying this Masterplan set out the Airport’s relatively low carbon footprint compared to other sectors in Cornwall, even with significant further growth in air traffic movements, it also details how it is intended to make the Airport’s own terminal and airfield operations carbon neutral by 2015, expanding to include surface access and general aviation by 2030. This mitigation strategy is set out in greater detail in Chapter 17. The strategy focuses on developing energy efficient buildings, which requires sites of a suitable size and disposition and also renewable energy supplies on-and off-site, again pointing to the Southside. Any residual carbon emissions will be offset through a fund focused on carbon efficient initiatives.
A Gateway to Cornwall 5.5.7 Cornwall has a wealth of attractions and activities based around its natural environment, heritage and history. Activities such as sailing, surfing, golfing, fishing, hiking, walking and horse riding are all widely available. The County is also able to promote ten World Heritage Sites, recalling its past history in mining, and offers three world class attractions, namely The Tate St Ives, the National Maritime Museum Cornwall and the Eden Project. The arts, theatre, culture, historic buildings and gardens offer quieter pastimes for the many visitors to the County. Newquay itself is recognised internationally as a premier surfing and holiday resort the ‘surf capital’ of the country, hosting the annual "Boardmasters" international surfing competition.
5.5.8 The Airport site is well located relative to many of these attractions and some of Cornwall’s primary tourism destinations to provide quick and easy access and therefore act as a primary transport “gateway” for domestic and international visitors to the County. This role can be reinforced by developing a public transport hub, supported by a ultimate scale of development that is not possible on the north side of the airfield, offering services to a wide range of onward destinations in Cornwall and South Devon. It is this synergy that is recognised in Government advice on the development associated with airports as transport and employment hubs.8
5.5.9 It also has the potential to provide a large strategically important gateway business location that can attract inward investment as well as accommodate growing Cornish firms by creating a high quality, environmentally sustainable development that will act as a touchstone for quality and the image Cornwall wishes to portray of itself as a high skilled, innovative, green, successful and growing economic and leisure destination.
8 Planning Policy Guidance 13 - Annex B Aviation (2001): Office of the Deputy Prime Minister, HMSO.
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Unique Economic Potential 5.5.10 The Airport is a key economic driver in the County, currently supporting over 400 jobs as described in Chapter 13 of this Masterplan. The Airport enjoys wide-ranging support from local people and businesses and as the Airport grows, the perception of Cornwall as being distant from key markets within the United Kingdom and mainland Europe is likely to be reduced. The Airport is therefore in a prime position to act as a significant regional location for the creation of aviation related and associated business opportunities. Such development offers the potential for symbiotic activity that will both support the financial viability of the airport and attract educational facilities and skilled and environmentally sustainable employment - vital in attracting inward investment to match the ‘iconic’ design created by new airport infrastructure.
5.5.11 The key role the South West plays within the aviation and aerospace industry in the UK has already been identified. Newquay provides a unique opportunity within the region for aviation related development to maintain and enhance this role. Such development can benefit the whole of Cornwall, through improved supply chains, the benefit of cluster opportunities, the development of integrated training programmes and potential for targeted employment campaigns in high unemployment areas.
5.5.12 Recent job losses from the China Clay area, which is a significant employer in Cornwall, have impacted on the county. Business development at Newquay Cornwall Airport could offer the opportunity for re-employment to be provided. A number of the jobs lost will have comparable skills to those required at the airport such as mechanical engineers. Retraining programmes will form an essential component of the South Side development, where the Aviation Academy is designed to provide training opportunities for the wide range of jobs both at and associated with the Airport through improved supply chains.
5.5.13 A large amount of work has been carried out by a number of organisations in the region in order to start to address the problems which reflect Cornwall’s EU Convergence status. These organisations include the Regional Development Agency (SWRDA), Cornwall Enterprise and Cornwall Economic Forum as well as more localised urban regeneration companies such as Urban Regeneration Company (URC) in the Camborne, Pool and Redruth area. Key objectives emerging from the different initiatives within the region include:
The need to raise business activity The need to promote key emerging sectors such as creative industries, environmental technologies and biotechnologies The need to increase economic inclusion The need to improve internal and external communications with a particular emphasis on modern transport infrastructure The need to improve knowledge and skills and the potential of the local workforce
5.5.14 The region has a number of potentially key economic development sites which could accommodate future growth, many of which are within the deprived towns in Cornwall, including St. Austell town centre and a number of sites identified by URC in Camborne, Pool and Redruth. Newquay also has a number of sites, including the Newquay Growth Area. Airport and business related development at Newquay Cornwall Airport provides the opportunity for further economic development, capable of providing complementary and unique opportunities within Cornwall and, when combined with other on-going
Masterplan 5.8 Newquay Cornwall Airport 2008-2030 June 2009 5 regeneration initiatives, provide a strong economic base for continued growth of the Cornish economy.
5.5.15 Throughout the UK, airports are regarded as being magnets for economic development. Companies who wish to locate on, or near airports, include direct suppliers of services to airport users, high value industries, including electronic component distributors and logistic networks which are heavily reliant on air freight services. Other sectors that are drawn to airport locations include information and communication technology companies whose staff make frequent journeys by air to customers and suppliers. Some companies seek an airport location because they want easy air access, both national and international. Just as companies locate in town centres to maximise public transport links, so these types of companies wish to be close to an airport, as their links are by air as well as land based transport. This need is even more apparent with the growth of the "just in time" needs of manufacturers and suppliers; "on demand" deliveries from the burgeoning internet retail sector and face-to-face business development requirements.
5.5.16 The types of business that would be attracted to the development would principally be airport related uses. These businesses would need to be located on, or close to the Airport, due to the nature of their operations. It is likely that because of the nature of their business, locations such as Camborne, Pool, Redruth, St. Austell or even Newquay would not be suitable for their needs and therefore without the Airport, these types of business would not chose to locate within Cornwall. The scale of the development opportunity the Airport’s 320ha (800 acre) estate will offer also means that it can offer sites for larger buildings which may be more difficult to accommodate elsewhere in Cornwall.
Strategic Policy Support 5.5.17 In addition to the support offered for regional airport and associated development in the Air Transport White Paper, the recently published Secretary of States Proposed Changes to the Regional Spatial Strategy highlights that an additional 33,100 jobs should be created in the West Cornwall HMA up to 2026.
5.5.18 Whilst not yet specifically identified, the Airport can act as a key ‘locational’ pull factor to attracting the inward investment from businesses by providing the levels of connectivity that they require to remain competitive. The importance of connectivity is noted in the State of English Cities report which concludes that ‘given the growing importance of the international economy and the need for face-to-face communications when making significant decisions, air travel makes a critical contribution to connectivity of different international nodes in knowledge based economies’9. The strength of the route network provided by
9 State of the English Cities Volume 1, Paragraph 4.3.16, ODPM 2006.
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an airport is regarded as a key factor in influencing company location decisions and in supporting productivity and competitiveness.
5.5.19 The Secretary of States Proposed Changes to the Regional Spatial Strategy also identifies that at least 48,800 homes should be provided in West Cornwall (Kerrier, Carrick, Penwith and Retormel) by 202610. The development of Newquay Cornwall Airport has the potential to assist in the delivery of the necessary jobs and infrastructure to support this significant level of housing development within the County.
5.6 Conclusion
5.6.1 The options developed for the Airport reflect the various opportunities and constraints presented by the site under different growth scenarios. These are evaluated on the basis of a Sustainability Appraisal using the same sustainable development principles which have informed the choice of location and form of development set out in this Airport Masterplan. There is also a more substantial analysis in the Strategic Environmental Assessment, which accompanies this Masterplan.
5.6.2 Given the foregoing, the Council believes the Airport offers a unique opportunity to create an economically and environmentally sustainable and energy efficient strategic employment location. This will not only produce economic and regeneration benefits for the whole of Cornwall, but will also help support socially inclusive jobs, sustainable communities in Restormel, while maximising economic returns for the natural resources it consumes.
10 Draft Regional Spacial Strategy for the South West, Secretary of State’s Proposed Changes, Technical Annex 2A, July 2008.
Masterplan 5.10 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 6: Passenger and Traffic Forecasts
6
6.0 Passenger and Traffic Forecasts
In this Chapter:
A discussion of the anticipated developments within the domestic and EU scheduled and charter markets and how they affect growth at Newquay Cornwall Airport Passenger and Air Transport Movement (ATM) growth at Newquay Cornwall Airport over the period of the Masterplan ATM forecasts for other aviation markets such as executive aviation, general aviation, military, maintenance and freight Impact of the proposed growth on infrastructure requirements over the period of the Masterplan
6.1 Introduction
6.1.1 Prior to determining the future requirements for extended or building new facilities at Newquay Cornwall Airport, it is necessary to establish forecasts for all the elements of the business that will impact on the utilisation of infrastructure and facilities at the airport. This needs to include passenger throughputs, aircraft movements, executive and general aviation, freight and ancillary businesses like aircraft maintenance or component manufacturing. These total forecasts can then be used to assess the overall capacity requirements for the terminal, aprons, taxiways, runway, car parks and surface access.
6.1.2 Forecasts have therefore been prepared for each five year period from 2015 to 2030, based on the financial year from 1 April to 31 March. As well as being required for the Masterplan, the forecasts have also been produced to inform various studies relating to the future development of the Airport. The results have fed into the forecasts for Standard Busy Hours, Aircraft Parking Stands and Car Parking spaces required, discussed in detail later in this chapter.
6.1.3 The dramatic economic events of the past year have served to highlight the difficulty of forecasting with extreme certainty or accuracy in the aviation market. The industry, along with many other sectors, is currently facing a classic "shock" period as seen in the past (i.e. the last recession in 1990-1992 or the so- called oil crisis of 1974). In these conditions, the faster growth that might have been expected, from an airport that has recently established itself in the marketplace as providing promising new route opportunities, is highly unlikely in the short term.
6.1.4 The forecasts draw on a range of factors to produce a “high” and “low” scenario with a long-term horizon. These forecasts will be kept under regular consideration and monitoring as part of the five-year Masterplan review unless there are significant changes to the growth profile (both positive and negative), which require them to be comprehensively reviewed earlier.
6.2 Passenger Market Developments
6.2.1 The guidance on the preparation of Airport Masterplans produced by the Department for Transport (DfT) requires an assessment of the anticipated market developments over a thirty year period to provide the basis for forecasts.1
1 The Future of Air Transport (2003): Department for Transport, HMSO, Paragraphs 12.7 and 12.8.
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6.2.2 Cornwall currently continues to be actively marketed to airlines and tour operators through direct contact, industry events and conferences. In the past this interest has been particularly noticeable during periods of adverse exchange rates making travelling abroad increasingly expensive or when economic conditions favour staying closer to home to save money.
6.2.3 To seek to capitalise on this, the Airport can play an increasingly important role in the transport of these passengers to and from the County. In addition, the local business economy continues to grow (discussed in detail in Chapter 13) and the Airport is playing a key role in enabling these businesses to operate effectively from the commercially remote region of the South West by assisting in the transportation of people and goods.
6.2.4 Hence, the opportunity to open new routes and increase capacity on existing routes still remains a possibility even in the challenging economic circumstances we currently find ourselves in. However, it is important to stress that there is no certainty as to how each market will develop as ultimately the choice of offering services to and from the region is up to the individual airlines and therefore subject to the market forces of that segment of the aerospace industry.
6.2.5 The market assessment below that underpins the forecasts does, however, provide a sound base for capacity planning as the general trends that have emerged are based on passenger surveys and extensive discussions with airlines and other operators.
6.2.6 In general, the make-up of passenger traffic will be derived from a combination of UK and Irish scheduled flights, EU and other international scheduled flights and charter flights:
Figure 6.1: Composition of Passenger Traffic in Short- and Long-term
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Domestic and Irish Scheduled Passenger Traffic 6.2.7 Domestic traffic accounted for nearly all of the passenger traffic at Newquay Cornwall Airport in 2007/08 and is expected to remain a strong element of the Airport’s growth, but at slightly decreasing levels in the long term, as indicated in Figure 6.1.
6.2.8 The decreasing level of domestic traffic in later years does not represent an overall decline in interest by the domestic and Irish markets, but rather the strong growth in the developing international and charter markets.
European and other International Scheduled Passenger Traffic 6.2.9 At present, there is has been almost no European or other International passenger traffic, as the Airport was focussed on developing the more “local” UK and Irish networks and establishing Newquay Cornwall Airport as a gateway into the region and a viable passenger airport.
6.2.10 As discussed above, the domestic network is now established and is expected to grow over the forecast period covered in this Masterplan and the resulting increased awareness of Newquay Cornwall Airport within the airline industry as a whole has meant that airlines are more willing to introduce services from farther a field and develop new markets, both inbound and outbound, from the region.
6.2.11 As a result, European and other International scheduled passenger traffic is expected to grow as a percentage of the total passenger traffic at Newquay Cornwall Airport, as shown in Figure 6.1. The focus of the growth is primarily into Western EU countries, where there are already established ties in the tourism market, such as Germany, Benelux, Switzerland and Austria and highly desired outbound destinations for Cornish residents such as Spain, France and Italy.
6.2.12 These markets represent an interesting mix of inbound and outbound tourism as, for example, Germany has traditionally been a strong inbound market, owing to novels by Rosamunde Pilcher which are set in Cornwall and made widely popular throughout Germany resulting from a televised mini-series. However, the Spanish markets are expected to be heavily outbound markets as the south of Spain represents a popular tourist destination among our local residents and being able to fly from their local airports offers an attractive alternative to long drives to Bristol, Exeter or even as far as London.
6.2.13 Aside from a growth in international tourist traffic, a key development area in the EU markets will be a link to a hub airport, such as Paris, Amsterdam or Brussels, from which onward connections to long haul destinations can be made and it is planned to have this type of connection in place within the short-term.
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Charter Passenger Traffic 6.2.14 Charter traffic encompasses flights that operate on a low frequency (1-2 rotations per week) for a short season (less than 10-14 weeks) and for which tickets are primarily available through tour operators, rather than from the airline directly. As such, these types of flights tend to cater to events, such as Christmas Markets, or time limited activities, such as skiing or Caribbean cruises.
6.2.15 Due to the relatively low volumes of traffic, the future growth of charter traffic is expected to remain a relatively small percentage of the total passengers at Newquay Cornwall Airport, again shown in Figure 6.1.
6.2.16 This segment of Newquay Cornwall Airport’s growth is anticipated to be a fairly eclectic mix of domestic, EU and long-haul flying. The opportunity for skiing holidays has recently been made available from Newquay and the popularity of these flights is expected to grow steadily over the long-term. Specialist flights are also anticipated to continue from one to two per year up to 10 to 15 destinations or events each year.
6.2.17 There is some long-haul potential to destinations in North America, as evidenced by the recent increase in similar flights from airports such as Exeter or Cardiff and the Caribbean; however this is expected to remain a small percentage of total flights from Newquay.
6.3 Passenger Forecasts
6.3.1 The Future of Air Transport White Paper was based on a set of regional consultation documents and, when published in December 2003, contained policy proposals on a regional basis. In respect of the South West, the White Paper provided forecasts of anticipated growth at airports throughout the region, including Newquay Cornwall Airport.
6.3.2 For the region, the White Paper estimates that a total of 14 mppa to 17.8 mppa would be using South West airports by 2030, compared to 4.4 mppa in 2002 with the majority of those (3.4 mppa) accommodated at Bristol Airport. The White Paper goes on to recognise the distinctive role Newquay Cornwall Airport has in serving the local catchment area and in contributing to the economic benefits of the region.
6.3.3 In 2007/08, the Airport has already outstripped the projected 300,000 passengers predicted by the White Paper at Newquay Cornwall Airport2 and therefore, new goals have been set for the long-term growth of passengers
6.3.4 In developing the passenger forecasts for Newquay Cornwall Airport, a number of external factors have been taken into consideration:
Propensity to Fly versus Gross Value Added (GVA) Projected Tourism trends for Cornwall
2 Passenger Forecasts – Additional Analysis (2003): Passenger Department for Transport, HMSO, Annex B.10.
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Effect of Low-Cost Carriers on Demand Leakage to Other Airports Changes to Government Taxes Impact of Increasing Oil Prices Impact of Emissions Trading Scheme (ETS) “Green” Issues Global Economic Slowdown Force Majeur
6.3.5 Each of these factors can fundamentally change the nature of the passenger market in a short period of time, as the industry has experienced with the recent global economic slowdown. The impact of each of these is examined in the supporting Annex, “Forecasting and Sensitivity Analysis for Newquay Cornwall Airport”.
6.3.6 The Forecasting Annex indicates that there are underlying fundamentals that point to the long-term forecasts being justified - but short term, with airline margins down, consolidation a priority and great uncertainty in the conditions that support aviation growth, outturn could be well below expectations over a two to three year time period.
6.3.7 Detailed forecasts for a three year period are produced as part of the Airport’s confidential Business Plan, to reflect the influence of economic and market drivers on the short-term realisable growth. Further work on forecasts will be undertaken as part of future business plan reviews and preparation for planning applications and funding bids.
Base Case Forecast 6.3.8 The forecasts have been developed in accordance with standard industry practice, at a route level and based on the best estimates of likely frequency and aircraft size using a “bottom-up” approach. These have then been evaluated against “top-down” forecasts that estimate the overall potential of the markets from Newquay Cornwall Airport assuming unbounded capacity on the route.
6.3.9 The base case forecast illustrates the mid-growth scenario for the Airport and assumes that adverse impacts from the factors listed above are not severe or are sufficiently mitigated and that the Airport is actively marketed and managed to support the anticipated growth.
6.3.10 Using the methodology outlined briefly above and in more detail in the supporting Forecasting Annex, Table 6.1 shows the forecasts for scheduled passengers at Newquay Cornwall Airport:
Table 6.1: Base Case Passenger Forecast 2007/08 2015/16 2020/21 2025/26 2030/31 Passengers 0.35 1.01 1.15 1.31 1.43 (mppa)
6.3.11 It should be noted that the above passenger forecasts are unconstrained and assumes there are no restrictions in airport or airspace capacity to accommodate the anticipated demand for air services.
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6.3.12 Associated with the passenger traffic increases are a forecast number of air transport movements (ATMs), defined as being landings or take-offs of aircraft engaged on the transport of passengers, cargo or mail on commercial terms. These are based on the bottom-up forecast methodology described in the supporting Annex in which the anticipated aircraft type, weekly frequency and season length are estimated for each destination. Similar to the passenger forecasts, the results are also considered to be unconstrained by any infrastructure restrictions.
6.3.13 For Newquay Cornwall Airport, the ATM forecast is shown in Table 6.2:
Table 6.2: Base Case Air Traffic Movement Forecast 2007/08 2015/16 2020/21 2025/26 2030/31 ATMs 10,200 21,900 22,800 24,500 25,400
6.3.14 In general, in the short-term, it is expected that smaller aircraft types (typically 50- to 78-seat turboprops) will dominate the movements at Newquay Cornwall Airport with a small number of single-aisle jets (115- to 189- seat) operating at lower frequencies. This reflects the current make-up of the passenger transport movements at the Airport and also the types of airlines that are currently operating from Newquay.
6.3.15 However, in the longer term, it is expected that aircraft size will increase, to either larger turboprops (upwards of 100-seats) or to 150+ seat jet aircraft due to preference by the airlines. This mimics the overall trend in the industry to opt for larger aircraft and suits the low frequency, high volume leisure markets that will continue to be the primary type being served from Newquay Cornwall Airport. Higher frequency (2x daily or more) business services are likely to be with smaller aircraft, such as 50- to 78-seat turboprops or small regional jets.
Sensitivity Testing 6.3.16 In accordance with standard forecasting methodology, forecasts have also been prepared on the assumption that growth is influenced by outside factors and can therefore be lower or higher than the base case scenario.
6.3.17 As such, sensitivity tests were undertaken on the potential route and passenger development through the forecast period, with increasing uncertainty during the later years due to the potential for unforeseen circumstances to possible changes to the fundamental underlying structure of the airline marketplace. The factors considered are listed above in Paragraph 6.3.4 and their potential impacts discussed in detail in the supporting Forecasting Annex.
6.3.18 Using a probability of each of these scenarios occurring combined with the uncertainty inherent in passenger and movement forecasts, high and low scenarios have been calculated and are shown in Table 6.3:
Table 6.3: Sensitivity Analysis for Passenger Forecasts 2007/08 2015/16 2020/21 2025/26 2030/31 “High” Scenario - 1.21 1.38 1.64 1.79 (mppa) Base Case 0.35 1.01 1.15 1.31 1.43 (mppa) “Low” Scenario - 0.81 0.92 0.98 1.07 (mppa)
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6.4 Other Business Opportunities
6.4.1 In addition to scheduled and charter passenger traffic, there is an opportunity to increase the Airport’s business through other sectors of the aviation industry including business and executive aviation, general aviation, military, freight and other ancillary businesses. Growth in these sectors is an important part of balancing commercial activities at the airport and can result in a more efficient use of the runway and supporting buildings while generating additional commercial revenue for the airport.
Executive/Business Aviation 6.4.2 Executive/business aviation refers to a class of aircraft and passengers flying privately or fractionally-owned aircraft over 2,500kg and can be as small as four to six seat single engine propeller driven planes up to a 19-seat twin jet aircraft with trans-continental capability or larger. Generally, these passengers tend to be not pilots themselves, but rather those with the means to hire aircraft for their private use for either personal or business reasons.
6.4.3 This type of traffic has been at Newquay Cornwall Airport since 2003 and there is a dedicated handling agent based at the airport operating through the current passenger terminal. Over the period of this Masterplan, the ATMs associated with this sector is expected to grow steadily as shown in Table 6.4:
Table 6.4: Forecast Business/Executive Air Traffic Movements 2007/08 2015/16 2020/21 2025/26 2030/31 Executive and Business 860 2,400 3,000 4,000 5,000 Aviation ATM’s
6.4.4 In this case, only ATMs are considered as the number of passengers generated is relatively small, especially when compared to commercial airline traffic. As such, the impact of business and executive passengers on the terminal is negligible and the Airport will consider developing a dedicated facility or the legacy use of the current terminal as warranted by demand. The needs of this sector can be significantly different from scheduled airline passengers, in that they expect security and waiting areas away from the crowds with a highly personalised service.
General Aviation (GA) 6.4.5 This category of flying generally encompasses very small aircraft (<2,500kg) which are either privately owned for personal use or by flight schools for students hoping to gain a pilot licence. Up to 2008, there have been almost no movements at Newquay Cornwall Airport that fall into this category, primarily due to the Airport’s status as a civilian enclave on a military airfield and the operational difficulties that arose from this.
6.4.6 However, the Airport will ideally seek one to two flight training schools and is now in a position to promote these small aircraft operations. In addition, it will be possible to promote Newquay Cornwall Airport within the GA community and possibly link with the other local airports to increase number of pilots coming to Cornwall on day trips.
6.4.7 Similar to the business/executive aviation sector, the main impact of general aviation will be on aircraft movements (and therefore runway usage) rather than increasing the number of passengers. ATMs are expected to grow significantly over the period of the Masterplan as shown in Table 6.5 below:
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Table 6.5: Forecast General Aviation Air Traffic Movements 2007/08 2015/16 2020/21 2025/26 2030/31 General Aviation 100 5,000 8,000 10,000 12,000 ATMs
6.4.8 General aviation and flight schools will also have different requirements to scheduled passenger traffic and airlines, requiring a more “hands-on” service that will include flight planning and will likely require separate facilities and apron access away from the large commercial flights. As such, either bespoke buildings can be erected or legacy use of the current terminal is being considered.
Military Traffic 6.4.9 The military has registered an interest in continuing a limited number of exercises at Newquay Cornwall Airport, due to its long runway and history as an operational military airfield. The numbers of movements expected are:
Table 6.6: Forecast Military Air Traffic Movements 2007/08 2015/16 2020/21 2025/26 2030/31 Military n/a 300 300 300 300 ATMs
6.4.10 As can be seen, this business sector will not significantly impact either the commercial movement or passenger forecasts.
Freight Traffic 6.4.11 Currently, there is very little freight being moved through Newquay Cornwall Airport and it is limited to small one-off packages or specific contracts held with the existing commercial airlines. This is due, in part, to the limit on late or early air transport movements and a lack of a dedicated cargo facility to facilitate these types of movements.
6.4.12 However, the relative remoteness of Cornwall from the rest of the UK and from Europe will create the opportunity to develop a freight business from Newquay Cornwall Airport, though it is predicted to not generate large volumes as shown in Table 6.7 below:
Table 6.7: Forecast Freight Volumes 2007/08 2015/16 2020/21 2025/26 2030/31 Freight n/a 15 t 20 t 40 t 60 t (tonnes)
Ancillary Businesses 6.4.13 As part of the vision discussed in Chapter 4, the Airport has aspirations to develop as an aviation cluster which is hoped to include maintenance facilities for large and small aircraft. Therefore, the number of ATMs associated with aircraft undergoing maintenance will impact the utilisation of the Airport’s infrastructure and are expected to grow slowly over the period of the Masterplan as seen in Table 6.8 below:
Table 6.8: Forecast Maintenance Air Traffic Movements 2007/08 2015/16 2020/21 2025/26 2030/31 Maintenance n/a 120 150 200 250 ATMs
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6.5 Implications for Infrastructure
6.5.1 For the key facilities such as the terminal, aprons and car parks, the forecasts are interpreted on the basis of the “standard busy hour”, which is based on the passenger forecasts and on reasonable assumptions for the distribution of passengers and flights throughout the day, and approximates the 30th busy hour of the year, according to standard practice3.
Passenger Terminals – IATA Levels of Service 6.5.2 In respect of passenger terminals, traditionally airport operators assess provision of space by reference to international standards developed by the International Air Transport Association (IATA), which effectively define the level of ‘comfort’ that passengers should be offered within the terminal.
6.5.3 These standards are defined on a scale of A to F and definitions of these are shown in Table 6.9:
Table 6.9: IATA Levels of Service for Passenger Terminals Service Characteristics Level An excellent level of service; conditions of free flow, no delays and A excellent levels of comfort High level of service; conditions of stable flow, very few delays and high B levels of comfort Good level of service; conditions of stable flow, acceptable delays and C good levels of comfort Adequate level of service; conditions of unstable flow, acceptable delays D for short periods of time an adequate levels of comfort Inadequate level of service; conditions of unstable flow, unacceptable E delays and inadequate levels of comfort Unacceptable level of service; conditions of cross-flows, system F breakdowns and unacceptable delays; an unacceptable level of comfort
6.5.4 Standard “C” is considered by IATA to offer a balanced level of service. Having taken account of the factors described above, the future requirements of Newquay Cornwall Airport have been planned according to this standard of service. This decision is a key consideration in the proposed passenger terminal options for meeting future passenger growth, set out in Chapter 10 of this draft Masterplan.
Runways and Taxiways 6.5.5 The forecasts of aircraft movements determine that there is no requirement for additional runways or taxiways either in respect of the short-term or long-term development strategies.
Aircraft Parking Stands 6.5.6 Flights operating through the existing passenger terminal will use existing aircraft stands adjacent to the airside face of the terminal. Passengers will be able to access the aircraft by walking from the terminal building.
6.5.7 Requirements for the airside operational areas of the airport are based on Annex 14 of the Convention on International Civil Aviation. It is envisaged that the maximum aircraft size to be accommodated in the current passenger terminal
3 Ashford N et al, Airport Operations, McGraw-Hill Professional (1997), P.31.
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will be a Boeing 767 or equivalent (International Civil Aviation Authority Code “D”).
6.6 Infrastructure Demand Forecasts
6.6.1 On the basis of the passenger and movement forecasts, the demand placed on the infrastructure of Newquay Cornwall Airport has been calculated to establish the unconstrained requirements for the terminal, apron and car parking.
Terminal Busy Hour Rates 6.6.2 To help establish minimum floor space required to accommodate passengers IATA Standard “C” levels for airport terminals, passenger throughput based on a standard busy hour is calculated as shown in the table below:
Table 6.10: Busy Hour Rates 2007/08 2015/16 2020/21 2025/26 2030/31 Departing 266 381 400 419 465 Busy Hour Arriving 242 327 342 357 385 Busy Hour
Apron Stand Demand 6.6.3 Stand demand has been forecast based on the busy hour analysis with adjustments made for the additional movements expected through other business opportunities. However, it should be noted that maintenance flights or private aviation are unlikely to occur either during peak periods for commercial flights, or require stands close to the terminal. Therefore, the primary influence on apron stands is commercial passenger traffic.
6.6.4 As part of the analysis, three different stand types are identified:
Table 6.11: Classification of Stand Sizes Aircraft Types Stand Size Examples Accommodated Q300 Small <100 seat turboprops and jets Q400 ATR42/72 B737 (all series) Medium Single aisle narrowbody jets A320 (all series) B757 (all series) Large single aisle or twin-aisle Large B767 (all series) widebody jets A330 (all series)
6.6.5 Using the definition in Table 6.11 and the forecast movements with an assumed distribution of commercial flights through the day, the following demand for aircraft parking stands is calculated as follows:
Table 6.12: Stand Demand Forecasts for Base Case Scenario 2007/08 2015/16 2020/21 2025/26 2030/31 Small 2 3 4 4 4
Medium 2 2 3 4 5
Large 0 1 1 1 1
Total 4 6 8 9 10
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6.6.6 During peak times, nose-in parking and push-back will be introduced, replacing the current self-manoeuvring procedure, to provide additional stand capacity and flexibility.
Car Parking Demand 6.6.7 Car parking demand is primarily driven by the number of outbound passengers, and in the case of Newquay Cornwall Airport is also highly seasonal as the majority of passengers use the Airport during the summer months.
6.6.8 An analysis of similar sized regional airports has been used to calculate the average car park demand and then these ratios have been applied to the passenger forecasts and adjusted for both seasonality and the high number of inbound passengers. Therefore, the forecast car park demand is:
Table 6.13: Peak Car Park Spaces Demand 2007/08 2015/16 2020/21 2025/26 2030/31 Car Parking 495 1,195 1,325 1,470 1,530 Spaces
6.6.9 These spaces will be a mix of short-stay and long-stay spaces. 6.7 Conclusion
6.7.1 The growth of passenger, scheduled flights and other ancillary aircraft movements is expected to see a steady growth over the full period of the Masterplan. Of particular interest will be increase ATMs associated with GA and maintenance flights that will greatly improve the utilisation of the Airport’s infrastructure.
6.7.2 However, there are a number of factors – discussed in detail in the accompanying Annex on Forecasts – that both indicate the potential for growth at Newquay Cornwall Airport and the external influences that could affect passenger and airline demand for additional services to Newquay. However, these factors on the whole balance to suggest Newquay Cornwall Airport can expand into a thriving regional airport serving the South West.
Newquay Cornwall Airport 6.11 Masterplan June 2009 2008-2030 Chapter 7: The Current Five Year Development Plan (2006 – 2011)
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7.0 The Current Five Year Development Plan (2006 – 2011)
In this Chapter:
Identifies the four key areas for development at Newquay Cornwall Airport over the five year period from 2006 to 2011 The reasoning behind development of the current terminal site An explanation of the three phases of the Interim Development Strategy (IDS) and descriptions of the facilities and infrastructure work undertaken as part of IDS
7.1 Introduction
7.1.1 In 2006, the four key streams in a five year development plan were identified as focal points for securing the future of Newquay Cornwall Airport. These four items were:
Securing Transition from a Military to a Civilian Airfield Production of a Masterplan Interim Development Strategy (IDS) Growing the Business
7.1.2 Transition was accomplished on 19 December 2008 with completion of activities described in Section 3.8 and 3.9,at which time the Airport obtained its CAA licence to enable it to continue operating as a civilian airfield.
7.1.3 The second, production of a Masterplan, has also been met with the publication of this final version, incorporating stakeholder views, published in June 2009.
7.1.4 The other two cornerstones to development, IDS and growing the business have been ongoing projects and are therefore discussed in greater detail below.
7.2 The Interim Development Strategy (IDS)
7.2.1 It was recognised in 2006 that the then existing passenger terminal at Newquay Cornwall Airport was no longer ‘fit for purpose’ to its passengers, airlines or the Council. The facilities were small, already at or nearing capacity, and did not convey the appropriate image to arriving or departing passengers. Therefore, a phased scheme was developed to address these concerns and to establish Newquay Cornwall Airport as a landmark “gateway” to the County, providing a lasting positive impression of a successful and growing economic and leisure destination.
7.2.2 The scope of the works needed to encompass not just additional space requirements, but also the need to maximise operating efficiencies, enabling a higher volume of passengers to be processed through the same terminal footprint. In addition, it was necessary to replace or enhance equipment lost or life-expired at the end of the SERCO operating contract.
Newquay Cornwall Airport 7.1 Masterplan June 2009 2008-2030 7
7.2.3 The resulting strategy is referred to as the Interim Development Strategy (IDS) in recognition that the current site on which the Airport terminal sits is unsuitable for long-term expansion to meet projected passenger growth. The current site is a long, narrow one bounded by a road on one side and the operational airfield on the other. The physical constraints, access to it and environmental constraints suggested the need to consider developing a new terminal zone on the south side of the airfield where there is greater space available without the constraints of the current site. Therefore, all changes to the current terminal can be considered “interim” until passenger demand indicates a move to a new, larger terminal is prudent.
7.2.4 The IDS projects have been completed alongside the Transition project described in Section 3.8 and are consistent with the commercial strategy to continue to grow the airport. IDS provides a cornerstone of the Council’s five year development strategy adopted in June 2007. This in turn provided the strategic basis for funding secured from EU Structural funds, SWRDA and Government Supplementary Credit Approval (SCA) approvals, each of which is being used to match fund capital borrowing by the County Council.
7.2.5 The principles underpinning IDS are summarised as:
Staged development with the emphasis on works during the winter periods to minimise operational disruption to airlines and passengers whilst maintaining service standards for airlines Commitment to provide a level of customer service consistent with IATA Service Level ‘C’ Optimise non-aeronautical revenues Provide opportunities for improved processes to increase airport staff productivity Develop solutions that are cost effective New facilities that could be fast-tracked and that are practical The design of the interim terminal should allow for further expansion if required Optimisation of terminal energy efficiency Provide a satisfactory operational, working and passenger environment within the terminal
Phasing of the Development 7.2.6 The Interim Development Strategy has been divided into three phases: IDS1, IDS2 and IDS Plus. These incremental stages of development are described below and have been set up as packages of work that produce tangible improvements to the service at the Airport, while allowing normal operations at the Airport to continue with a minimum of disruption. Included is the development of the current terminal building, additional aircraft stand capacity, the purchase of new security and passenger and management information systems, a new forecourt, new car parking technology, rationalisation of car parking layouts and car hire facilities and hangar development.
Phase 1: IDS1 7.2.7 In November 2005, the then Aviation Minister Karen Buck opened a new arrivals hall at the Airport, marking a milestone in Phase 1 of the Interim Development Strategy (IDS). This new facility increased the annual capacity of the existing terminal from 250,000 passengers per annum to closer to 400,000 passengers per annum.
Masterplan 7.2 Newquay Cornwall Airport 2008-2030 June 2009 7
7.2.8 IDS1 comprised the new terminal entrance, the airport forecourt, additional car parking spaces and internal configuration of the terminal building to accommodate the new hold screen baggage system, the expanded café and the enlarged security cone. It also included the purchase of new electric ramp equipment and the Tandada flight information system. The completion of the new fuel farm was also part of IDS1.
Phase 2: IDS2 7.2.9 Phase 1 of the interim development project was intended to accommodate a number of years of growth, but since then the airport has gone from to strength to strength attracting new carriers and a wide range of new services. Consequently, almost as soon as the Phase 1 works were completed and opened, planning began for the next phase of development.
7.2.10 IDS2 began in 2007 and is focused on a new arrivals hall, back-filling of the existing facility to create an enhanced departure lounge and introduction of a covered walkway and landscaping scheme to bring an overall architectural unity to the building. It will also include upgrading internal facilities.
Phase 3: IDS Plus 7.2.11 IDS Plus encompasses the other elements not addressed though IDS1 and IDS2, including hangar development, an extended car park facility, a covered outdoor space for the café, a range of green initiatives including the introduction of wind turbines and improved public transport facilities. The initial stages of IDS Plus began in 2008.
7.2.12 Separate business cases will be made for an executive aviation facility and long-term car parking, though these will not receive Convergence Funding unlike the rest of the IDS schemes.
Facility and Infrastructure Development 7.2.13 The IDS strategy represents the medium-term objectives and the expansion therefore seeks to provide fresh, cohesive designs and finishes throughout the terminal creating a lighter, brighter environment with clear sight lines, focal points, airline identification and information. Each of the elements of infrastructure and development phased into IDS1, IDS2 and IDS Plus are discussed below.
Terminal Building and Forecourt 7.2.14 The expanded terminal has been designed to accommodate future passenger growth throughput to around 700,000 passengers per annum.
Newquay Cornwall Airport 7.3 Masterplan June 2009 2008-2030 7
7.2.15 The selected design is based upon “squaring off” the current terminal building and by expanding into the small car park area nearest the existing terminal. This provides a 550m2 (5,920 sq.ft.) extension, which would primarily serve as an expanded arrivals facility including two baggage carousels and other appropriate facilities, enabling both international and domestic flights to be handled simultaneously, something not possible with the old arrivals hall configuration. The existing arrivals hall has been converted into an extended departure lounge comprising an additional boarding gate, additional seating, retail facility, expanded café facility and business lounge. The new configuration is shown below, in Figure 7.1:
Figure 7.1: Expanded Terminal Facilities
7.2.16 Externally, changes to the forecourt comprise a new terminal entrance facing onto the passenger drop-off zone which includes bus stops, coach bay, an area for taxis and improved security for the entrance in the form of a protective earthen bund. The new layout is shown in Figure 7.2:
Figure 7.2: Forecourt Area Layout
Masterplan 7.4 Newquay Cornwall Airport 2008-2030 June 2009 7
Car Parking 7.2.17 The amount of car parking required at the Airport is dependent on the total passenger volume as well as the ratio between inbound and outbound passengers. An analysis of comparable airport and car park demand results in the forecasts from Section 6.6, which in the medium-term intended to be covered by the IDS scheme forecast 950 spaces required by 2010/11.
7.2.18 Current car parking facilities provide a total of 544 spaces in two main car parks, dubbed “East” and “West”. An extension to the Western car park added 80 spaces. The location of these is shown in Figure 7.3:
Figure 7.3: Location of Existing Car Parks
7.2.19 Additional space has been identified on the north side of the airfield for a potential 621 additional spaces, taking the total to 1,170 spaces, including 94 spaces for car rental returns and cleaning. These additional spaces would be provided for mainly on former site compound area, situated beyond the end of the East car park, on the site used by contractors during the transition project.
7.2.20 A further 31 dedicated spaces will be provided at the new hangar development.
Apron and Aircraft Stands 7.2.21 The current stand capacity at the Airport is two small and two medium aircraft stands, although larger aircraft can be accommodated by sharing existing medium stands. IDS makes provision for an additional small stand and a further medium stand at the eastern end of the existing stands and the reconfiguration is due to be completed in June 2009. There is also the potential to provide two dedicated business aviation stands in front of a dedicated business aviation centre.
Security Enhancements 7.2.22 In addition to the security bunds at the terminal entrance, IDS includes additional bunding at the entrance to the East car park, expansion of the security
Newquay Cornwall Airport 7.5 Masterplan June 2009 2008-2030 7
cone and new hold screen baggage equipment to facilitate a greater throughput of passenger bags.
Fuel Storage 7.2.23 A new, enlarged bulk fuelling system has been part of IDS1 to allow for greater fuel volumes to be stored on the airfield.
Flight Services and Management Information Systems 7.2.24 New Flight Information Displays (FIDs) have been installed as part of IDS2, providing co-ordinated passenger information and live feed of flight arrivals and departures to the Airport’s website. The system installed also provides back- office management to gather and analyse flight statistics.
Commercial and Related Development Upgrade of Existing Hangar and Construction of a New Hangar 7.2.25 The existing hangar on the north side of the airfield has undergone refurbishments to upgrade it to meet the standard necessary to carry out aircraft maintenance within it. These works were necessary as the previous use was for storage of aircraft and therefore changes needed included improved lighting and heating.
2 7.2.26 The need for an additional small 929m (10,000 sq.ft.) hangar had been identified for an airline customer for use as overnight storage and further, it is needed on the north side to be in close proximity to the current terminal building. Construction was completed in May 2009.
7.2.27 The positioning of the two hangars is shown in Figure 7.4 below.
IDS Summary 7.2.28 The plan shown in Figure 7.4 below illustrates what the North Side Development will look like once all IDS phases are completed.
Figure 7.4: Existing Terminal Zone after Completion of the
Interim Development Strategy
Masterplan 7.6 Newquay Cornwall Airport 2008-2030 June 2009 7
7.2.29 Overall, IDS will provide a transformation of the old civilian enclave to a terminal building with appropriate facilities to accommodate forecast growth to around 700,000 passengers. It has been designed to be capable of easy conversion to subsequent legacy use, including as an executive or general aviation terminal, a business centre and a permanent home for flying schools.
7.3 Growing the Business
7.3.1 Over the next three years, ‘growing the business’ will need to focus on establishing ways in which the commercial potential of the site can be realised, including upgrades to infrastructure both for aircraft within the airfield boundary and road improvements into the airfield for better site access. To achieve this, capital investment will be required and the main targets for this investment are:
Refurbishment of properties acquired from the MoD on Transition in order that they can be let at full market rates Conversion of existing buildings for interim uses, such as the first phase of the Airport’s proposed aviation training academy and a new business centre on the existing northern compound site A new access route to open up the south side development areas A series of schemes for the remaining separation of utilities and improvements the airfield’s infrastructure
7.3.2 In particular, two projects have been identified as key to future-proofing the Airport for commercial investment and growth: Delta Taxiway and Southern Access Route.
Delta Taxiway 7.3.3 The Delta taxiway is located parallel to the runway on the south side of the airfield and links the runway to the Waterfront, Treloy and Southern Development Zone areas (see Appendix A1 for its location on the airfield). However, after transition and under the Airport’s CAA licence, the Delta taxiway would not be licensed and requires re- profiling to improve the vertical alignment such that it conforms to CAA regulations for airfield infrastructure standards.
7.3.4 This taxiway is key to opening up the hangar sites in the Waterfront area and for aerospace related developments in Treloy. In the longer term, the Delta taxiway is also required for airside access to the proposed Terminal Zone within in the Southern Development Zone, as described in Chapter 10.
7.3.5 Therefore, to realise the commercial and economic benefits outlined in this Masterplan, the improvement of the Delta taxiway to enable its licensed use is a necessity.
Newquay Cornwall Airport 7.7 Masterplan June 2009 2008-2030 7
Southern Access Route 7.3.6 Similar to the necessary upgrading of the Delta taxiway for airside access, road access to the Southern Development Zone is to be provided by a Southern Access Route. In the initial post-transition stage of the Airport’s development, this new route is being constructed to replace the existing RAF/MoD entrance to the Airport, which will be severed in 2010 as that part of the MoD retained estate is developed for either on-going military or commercial purposes. This route would also serve other developments outlined in Chapters 8 and 9 of this Masterplan, namely the Eastern Development Area, Educational Area and Ancillary Business Development Area.
7.3.7 This route study has already been undertaken to estimate the phasing of development and capacity required to adequately serve surface access demand and the resulting road and junction have been included in the proposals set out in Chapters 8, 9 and 10. A description of the route requirements is set out in the Annex, Airport Surface Access Strategy (ASAS).
7.3.8 A planning application for the initial phase (single carriageway) of the Southern Access Route has been submitted to Cornwall Council for consideration and a decision is expected in Summer 2009.
Masterplan 7.8 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 8: Site Development Opportunities
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8.0 Site Development Opportunities
In this Chapter:
A description of the development zones identified around Newquay Cornwall Airport Proposed projects for each zone, including renewable energy and a business park
8.1 Introduction
8.1.1 As discussed in Chapter 5, airports are engines of economic growth, generating hubs of activity. Globally they are evolving as drivers of business location in the same way that roads, railways and seaports did in the past. There are a number of areas within the airfield boundary that have potential for substantial development that are independent of passenger throughput. These include making best use of a number of existing assets that were included in the land transfer from the MoD as well other tracts of land identified as providing opportunities for related developments as part of Newquay Cornwall Airport’s aspiration to become an aerospace cluster.
8.1.2 All major airports have distinct on-airport and off-airport property markets. Airport owners control the supply of property on-airport and often also own large tracts of property and land off-airport in the immediate surrounding vicinity; commercial property on and around airports continue to represent one of the strongest areas of investment and development in the UK and Ireland. As passenger numbers will generally increase in response to economic growth, commercial property values around airports also show growth in close correlation to passenger volumes.
8.1.3 On-airport locations appeal to aviation related users including airlines and air support services providers, freight forwarders, express couriers and third- party logistics providers to name a few. Such companies will often pay a rental premium of up to 20% compared with the highest rents achieved on off-airport sites1. This reflects the benefits of being located within the airport community such as ease of communication with other aviation companies, connectivity with other airports and maximisation of on-site commercial benefits.
8.1.4 The Ministry of Defence estate acquired for the airport includes around 20,903m2 (225,000 sq.ft.) of lettable buildings, mostly older hangars. The estate also includes approximately 48.6ha (120 acres) of potential development land and assuming a very low density of only 10%, this gives a potential 46,450m2 (500,000 sq.ft.) of development over the next 5-10 years or longer, subject to planning approvals and market demand. The areas identified for development on the Airport are shown in Figure 8.1.
1 Airport Property Market Survey 2008 and European Industrial Property Market 2008, King Sturge (2008).
Newquay Cornwall Airport 8.1 Masterplan June 2009 2008-2030 8
Figure 8.1: Development Zones at Newquay Cornwall Airport
8.1.5 The development potential for each of these zones is described in this and the following chapters. It will be part of an overall asset management strategy being prepared for the estate that will reflect the uses for the assets as outlined in this Masterplan.
8.1.6 The projects described in this Chapter have been developed to help realise the wider economic development objectives being pursued by the Council and GOSW and through the Convergence programme by SWRDA. The future development across the wider site at Newquay Cornwall Airport is therefore intended to complement and work with the other current and future plans within the South West, particularly with regards CPR regeneration, other potential growth areas covered by Convergence Strategic Investment Frameworks (SIFs) and the County’s under-skills and educational agenda.
8.2 Northern Triangle Zone
8.2.1 This zone is the triangular area located on the north side of the airport and is defined by the Carnanton Estate in the east, the C180 road in the west and the existing northern parallel taxiway to the south as shown in Figure 8.1.
8.2.2 The area is part of the existing airfield and includes the northern end of a now closed runway as well as some taxiways and military aircraft stands.
8.2.3 The development of this site is restricted by the new navigational aids required for the commercial licensing of the airport, the safeguarding of which will precede all other developments. The aids are located immediately south and centrally to the northern triangle, just beyond the existing northern parallel taxiway.
8.2.4 Therefore, any development on this site must be no higher than 5m (16ft) and reducing in height as the development approaches the non-directional beacon
Masterplan 8.2 Newquay Cornwall Airport 2008-2030 June 2009 8
(NDB) navigational aid. This effectively excludes most types of aviation related development, however it would be possible to develop the area for long-term storage or component maintenance, given the height restrictions. However, this site is also the most visible to the surrounding villages and therefore any development must be sensitive to its potential visual impact on the area.
8.3 Waterfront and Treloy Zones
8.3.1 These two areas of the airfield have direct frontage to existing taxiways and large areas of relatively undeveloped land, as indicated in Figure 8.2 below:
Figure 8.2: Waterfront and Treloy Zones
Waterfront Zone 8.3.2 There is some potential for additional hangar development within the Waterfront area that could be used for storage and/or maintenance of regional or narrowbody jet aircraft, such as Dash 8s or Boeing 737s. However, the narrowing of the site towards its northern end raises potential problems with ensuring the safety of the operation as wing-tip clearances on the taxiway and other regulatory limitations would need to be met.
8.3.3 In addition to RAF operational buildings such as the RAF Air Traffic Control Tower and RAF Airfield Rescue and Fire Fighting, two existing hangars have been transferred with the completed land deal, the ‘Nimrod’ hangar and ‘402’ hangar.
8.3.4 The sites identified in the Waterfront and Treloy zones will be primarily targeted at aerospace or related companies which require regular access to the airfield or which are required to operate in a secure, airside environment. However, consideration must be given to the situation of some of the buildings, particularly ‘405’ which does not lend itself to aerospace businesses and therefore, other companies may be considered as tenants; this will be done if the
Newquay Cornwall Airport 8.3 Masterplan June 2009 2008-2030 8
proposed business is unlikely to relocate anywhere else in the county or if there is a demonstrable benefit to being located at the Airport.
Nimrod Hangar 8.3.5 This hangar is of cantilever design, meaning there is a wide expanse with no supporting upright posts to hinder aircraft movements. It is approximately 5,575m2 (60,000 sq.ft.) in size and was previously used to house Nimrod aircraft in the 1980s.
8.3.6 This hangar represents an excellent existing asset for the Airport as it is ideally sized for maintenance activities for narrowbody jet aircraft, such as a Boeing 737 or A320, and the site will come available at a time when affordable, adequate hangarage is becoming increasingly rare in the UK.
‘402’ Hangar 8.3.7 ‘402’ hangar was previously used for helicopter maintenance and storage and includes office accommodation and small workshop areas. The future use of this hangar will be focussed on finding a helicopter tenant as the doors span on the hangar would not allow easy access by any but the smallest aircraft.
Treloy Zone 8.3.8 This zone is largely undeveloped at present but lends itself ideally to large scale developments such as extensive maintenance hangars (in excess of 9,290m2 (100,000 sq.ft.) each) or activities requiring large areas on-airfield, such as aircraft recycling whereby retired aircraft hulls are broken down and the parts salvaged.
8.3.9 Newquay Cornwall Airport represents a very interesting opportunity for such large scale operations as it has a long runway, capable of handing all aircraft up to and including a Boeing 747 or Airbus A340 and has significant land within its airfield boundary that is available for development in the Treloy area. There has already been some interest expressed by manufacturing companies for such a site and while this large a facility will not be built speculatively, it is expected to become a significant part of the Airport’s property portfolio in the medium-term.
‘405’ Hangar 2 8.3.10 This is a large hangar 2,790m (30,000 sq.ft.), but without access to the airfield’s taxiways and therefore is not suitable for aircraft operations. However, it would be suitable as a storage or warehouse facility for a business which still requires airfield access. Suitable tenants will be sought in the medium-term for the hangar in its current form.
Hardened Aircraft Shelters (HAS) 8.3.11 As part of the land transfer, Newquay Cornwall Airport will control seven ex-NATO “hardened aircraft shelters” (HAS), situated in the Treloy area of the airfield and shown in Figure 8.2.
2 8.3.12 Each of these shelters is approximately 855m (9,200 sq.ft.) with suitable apron and access to a taxiway that leads to the main operational area of the airfield. Access for personnel and deliveries to the HAS area is planned to be
Masterplan 8.4 Newquay Cornwall Airport 2008-2030 June 2009 8 through a mechanised gate, with swipe card or guard access at the western end of the site to minimise vehicles near the active runway.
8.3.13 The relatively small size of these hangars makes them ideal for storage of general aviation aircraft, business aircraft or helicopters. The position of the hangars away from the main commercial operations has suggested that a small scale freight operation could also operate effectively from these hangars.
8.3.14 It is anticipated that some work will be needed to bring the HASs up to a letttable standard. However, these hangars could be put on the market as early as 2009 and begin contributing to the vision for sustainable commercial development and establishing other aerospace businesses on the airfield.
8.4 Airport Business Park
8.4.1 Many airports act as important nodes for economic development in their region and there is substantial evidence to show that business parks located at or close to airports have the potential to become strategically important employment locations and attract jobs in addition to those directly related to operational activities2.
8.4.2 Companies that wish to locate on or near airports tend to include direct suppliers of services to airport users, high-value industries including electronic component distributors and logistic networks which are heavily reliant on air freight services. Other sectors that are often drawn to airport locations include others unrelated to the aviation industry whose staff and goods/products need frequent air connections with customers or markets.
8.4.3 The focus for the business park is on tenants that benefit directly or indirectly from being located at an Airport, such as a cargo distributor or component manufacture, repair and maintenance which would serve a primary contractor and share risk while bringing in new products and skills to the market. In this way, it is planned to build a cluster of aerospace businesses that form a strategic employment centre that is unique to the region and does not conflict with the regeneration priorities of other business park development sites.
8.4.4 Nationally and locally, there is a range of existing policy that would support a development of this type at Newquay Cornwall Airport and these policies are outlined in Appendix A3. Also included in Appendix A3 is a detailed description of the site, the transport improvements and proposal for the Business Park; a brief summary is included below.
2 Catalytic Economic Impacts of Newquay Airport - Chapter 2: The Catalytic Economic Impacts of Airports and Air Services (2007): Reference Economic Consultants.
Newquay Cornwall Airport 8.5 Masterplan June 2009 2008-2030 8
8.4.5 The site is located on the southern side of the existing airfield and is a triangular shape with an area of approximately 32 hectares (80 acres), as shown in Figure 8.1.
2 8.4.6 At a relatively low density of development this could produce 92,900m (1 million sq.ft.) of new employment space. It is assumed that this would be built at approximately 4,645 m2 (50,000 sq.ft) to 9,290m2 (100,000 sq.ft.) per year, giving the business park development of at least 10 to 15 years, although this could be longer, depending on market demand.
2 8.4.7 The size of the individual units are unlikely to be less than 929m (10,000 sq.ft.) each, suitable to serve strategic, knowledge-based industries that attract inward investment. One potential layout of buildings (a mix of B1 and B8) is shown in Figure 8.3 below:
Figure 8.3: Airport Business Park Potential Layout
8.4.8 Buildings would be built to reflect the environmental standards of the Airport and a holistic design approach taken to ensure low-impact on the environment. Recycled materials will be used in the construction of the site and a low-energy strategy will make best use of solar heat, daylight and natural ventilation. The Park will also incorporate sustainable drainage systems, brown roofs to encourage biodiversity and use the renewable energy centre located nearby (as described in Section 9.5) to power the site.
8.5 Summary
8.5.1 Within the perimeter of land purchased from the MoD at Transition is significant potential on which to begin commercialising the Airport. A range of buildings, with some upgrade work, will be available in the short-term for almost immediate let to a target market of aerospace and related businesses. Additional zones have also been identified for development over the medium to long-term in ways that help the Airport to meet its ‘green’ agenda of sustainable development.
Masterplan 8.6 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 9: South Side Development Zone
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9.0 South Side Development Zone
In this Chapter:
A description of the five development areas that make up the South Side Development Zone Outline projects that are earmarked for each zone and what they will bring to the overall development and commercialisation of Newquay Cornwall Airport
9.1 Introduction
9.1.1 As part of the overall development of the Newquay Cornwall Airport site, several commercial elements are envisaged within the South Side Development Zone, all but one of which is independent of passenger growth. These developments are designed to fulfil needs within Cornwall for the tourism industry and to contribute to the growth of skilled labour in the region and therefore, contribute to the economic development of Cornwall.
9.1.2 The developments are laid out in five areas within the South Side Development Zone:
Educational Development Area Eastern Gateway Development Area Ancillary Business Development Area Renewable Energy Area Passenger Terminal Area
9.1.3 In general, the layout of these areas is shown in Figure 9.1 below:
Figure 9.1: Potential Development of South Side Zone
Newquay Cornwall Airport 9.1 Masterplan June 2009 2008-2030 9
9.2 Educational Development Area
9.2.1 As part of the Airport’s contribution to the Cornish economy, educational facilities will be required to provide a base for the development of skilled labour related particularly to the aerospace cluster envisioned in the long-term at Newquay Cornwall Airport. This would consist of an Aviation Academy, aimed at developing specific skills for school leavers as well as on-going training and a Discovery Centre, aimed at school-aged children to instil an interest in science and maths at a young age while introducing a range of technically skilled careers that would allow them to remain in Cornwall.
9.2.2 The approach of engaging and retaining interest in science and engineering for school-aged children is supported by research into practical, hands-on schemes and science and discovery centres aimed at children. It has been found that involvement in engineering competitions and challenges at school can lead to a greater uptake of courses in the same field in Higher Education1. Research into Science and Discovery Centres worldwide show “informal learning sources such as science centres…impact on the academic career choices of students”2, a view that is support by the Government:
“What evidence there is appears to be positive…extracurricular science activities do encourage students to study science at school and pursue careers in science” 3
9.2.3 There is also potential within the Educational Development Area for an entrepreneurship and management school to address this skills deficit, particularly among engineering and technical businesses where the need to manage complicated, high-value development programmes and production processes is essential.
9.2.4 To develop these educational facilities, the Airport will engage with local partners including SWRDA and Cornwall College to formulate a product that complements and positively contributes to the existing and future development ambitions of these other organisations. In addition, the Airport will partner with local aerospace industry to provide courses and qualifications needed by businesses to develop a basic workforce that can then contribute to the growth of an aerospace cluster at Newquay.
9.2.5 The development and growth of each of the educational projects will be brought about as
1 Schools Marine Challenge – Benefit to local businesses www.marine-south-west.org.uk (06.11.08). 2 The Impact of Science & Discovery Centres: A Review of Worldwide Studies, Page 4 www.ecsite.net (06.11.08). 3 The Funding of Science and Discovery Centres (2007): House of Commons Science and Technology Committee.
Masterplan 9.2 Newquay Cornwall Airport 2008-2030 June 2009 9 necessary to meet demand and thereby grow in a commercially sustainable manner.
Aviation Academy 9.2.6 At the western end of the South Side Development Zone, it is envisaged developing an Aviation Academy, combining engineering, pilot training including simulators, cabin crew training and potentially courses for a range of other airport related activities – fire, security, check-in and ramp. In addition, the site can be developed for distance learning in advanced technical areas such as composites, avionics, aircraft painting or sustainability developments.
9.2.7 It is envisaged that up to 100 students could be catered for at any one time and that academic, industry and public sector partners will be needed to establish the facility, which would teach not only Cornish residents but also external students from across the UK, Europe and beyond. An early start could be made to the Academy using existing buildings while a bespoke building is developed.
Discovery Centre 9.2.8 This development would use aviation as the focal point for its exhibits, illustrating in a way accessible and interesting to children and adults alike, key physical and mathematical principles and concepts which are at the heart of the aerospace industry as a whole.
9.2.9 The core of the facility would be hands on exhibits to allow the children to play as they learn, such as a wind tunnel, visually-based simulators or areas to experiment with electronics or design and build their own paper airplanes. There would also be a viewing point allowing visitors to listen to the Air Traffic Control (ATC) at Newquay while watching the manoeuvring aircraft where visitors can learn more about radar. Advanced technologies such as jet engine design, materials and composites and avionics will also have a place at the centre.
9.2.10 The development of aviation technology and the challenges presented by its contribution to climate change and how the industry is responding to it would be a feature, with finding an alternative to current aviation fuel a priority. This would also link to a wider exhibition of renewable energy technologies including how aviation can possibly find solutions to the presence of wind farms. It is also intended to incorporate some aircraft to help illustrate the history of aviation at St. Mawgan and what the industry of the future serving Cornwall might look like.
9.2.11 Primarily aimed at 4 to 14 year olds, the Discovery Centre would include educational resources and facilities for school children, including classrooms and lecture theatres. Academy trainees would act as hosts at the Centre with the objective of enthusing the younger children about a career in the industry whilst learning people-facing and presentational skills.
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9.2.12 The Discovery Centre would also include a foundation that would be the source of leading edge, best practice advice on “greening” aviation and an innovation centre to assist Cornish companies maximise the opportunities created by prime contractors under regional West of England Aerospace Forum (WEAF) initiatives.
9.2.13 It is envisaged that the Discovery Centre would cater for between 100,000 - 150,000 visitors each year and be funded by a combination of industry sponsorship, public sector capital investment and commercial income. Although not the primary purpose of the Centre, it has the potential to become a new all weather visitor attraction for Cornwall and develop its own commercial revenue stream through entrance fees, themed shops and a café. There is also potential to locate a high quality restaurant on top of the building to take full advantage of the sweeping views over the Airport and towards the coast. The Centre as a whole would also provide space that could be hired out for a range of functions from large dinners to exhibitions and weddings.
9.2.14 Although the commercial income would contribute to the long-term sustainability of the Centre, its primary function would remain as a educational facility promoting aerospace innovation and employment in Cornwall.
9.3 Eastern Gateway Development Area
9.3.1 It is envisaged this will comprise a 100-bed 3-star hotel with associated pub diner, petrol filling station and leisure complex. The development area would benefit from roadside frontage, contribute to the costs of a new eastern access road and would screen subsequent servicing developments along the eastern access road.
9.3.2 Whilst the complex would benefit from the presence of the new terminal, it can be developed in advance and provide an anchor for the development of the south side of the airfield as a whole. The decision on starting the hotel development will be largely commercially motivated as the proposed hotel in the eastern gateway will require private investment funding. It will also need to dovetail with the regeneration framework for Newquay.
9.4 Ancillary Business Development Area Airport Offices 9.4.1 Forming part of the ancillary development Area, there would be a development of around 9,290m2 (100,000 sq.ft.) of office space catering for the airport management, airlines, concessionaires and companies servicing a range of activities on the airfield.
Hotel and Conference Centre 9.4.2 Set within the south side development, this project would comprise a second hotel in addition to the one in the Eastern Gateway Development Area. The hotel would be of 4- star quality with 150 beds and an associated spa with a core demand from air passengers, students at the
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Academy and conference exhibition delegates. There is a shortage of quality bed- spaces across Cornwall4 and an Airport hotel would be well placed to attract visitors as well as airport related business and visitors to companies based at the Airport, on the business park or to the surrounding area.
9.4.3 In addition to the hotel, a conference/exhibition venue for up to 400 delegates is planned, with the airport having recently been identified in a study undertaken on behalf of SWRDA as one of two prime venues in Cornwall capable of hosting such a conference facility5. Catering services could be provided by the hotel for its events as well as any events held at the Discovery Centre. A thriving conference/exhibition hall would support a largely out-of-season market that relies heavily on aviation for its access.
9.4.4 As with the Eastern Gateway Development Area, the hotel and conference centre will be commercially driven as a substantial investment from the private sector would be required; the development will also need to fit with plans elsewhere in the County.
9.5 Renewable Energy Developments
9.5.1 Newquay Cornwall Airport has committed to making its terminal operations, airfield operations and surface access provisions carbon neutral by 2015, as set out in Chapter 5 of this Masterplan. Further, by 2030, the Airport intends to include General Aviation (GA), aircraft movements associated with maintenance activity and all commercial property development in its carbon neutral scheme. This challenging agenda shows the extent of the Airport’s commitment to making it a model of sustainable development and minimising the impact it has on Cornwall’s climate change emissions.
9.5.2 An extensive discussion of policy, schemes and developments are discussed in the Annex, “Environmental Management Strategy” which accompanies this Masterplan. Alongside other areas around the airfield, there is land set aside that is specifically for some of these developments, as shown in Figure 9.1.
9.5.3 A biomass plant capable of providing both heat and power to the Airport and to other nearby developments such as those in the Educational Development Area or Ancillary Business Development Area is planned for this site. Also on this site would be a range of micro-renewables such as photo voltaic cells or micro turbines. Part of the renewable energy scheme but not necessarily to be situated on this site would be a wind farm to take advantage of the favourable conditions in the area.
4 Occupation Rates in Cornwall 1993 – 2006, www.visitcornwall.com (11.10.08). 5 Cornwall Conferences Facilities Study (2007), CMA.
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9.6 Passenger Terminal Area
9.6.1 A new passenger terminal may be needed as part of the South Side Development Zone to accommodate passenger growth beyond 700,000 passengers and therefore beyond the reasonable capacity of the existing terminal development. According to the forecasts in Chapter 6, this is expected to occur between 2012 and 2015, depending on market forces and the successful commercialisation of the airport.
9.6.2 Once the Airport is firmly on track to exceed 700,000 passengers, consideration needs to be given to the most effective development of a new terminal building on the south side of the airfield. As this is likely to happen during the period covered by the Masterplan, a more detailed discussion of options is presented in Chapter 10.
9.7 Summary
9.7.1 The South Side Development Zone represents an opportunity to develop a set of enterprises that are loosely interdependent and can contribute to the overall vision of the Airports future.
9.7.2 The majority of planned projects are not dependent on the construction of a new passenger terminal and can therefore be started as soon as is commercially viable and respecting the other development projects within the area. A possible layout for the projects is shown below in Figure 9.2.
Figure 9.2: Possible Layout of South Side Development Projects
9.7.3 The individual elements could be linked by a canopy or other covered walkway to enhance the cohesiveness of the projects. This walkway may then also give rise to additional commercial opportunities, such as retail outlets.
Masterplan 9.6 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 10: Phased Approach for Passenger Growth
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10.0 Phased Approach for Passenger Growth
In this Chapter:
A description of the two phase approach for terminal development to meet passenger growth forecasts Description of future infrastructure development proposals to support each of the growth phases
10.1 Introduction
10.1.1 One of the elements within the South Side Development Zone discussed in Chapter 9 is the Terminal Area, in which a new, bespoke terminal could be built to meet growing passenger demand. This new terminal would be one element of the zone’s development and the only one that is truly dependent on passenger growth at Newquay Cornwall Airport.
10.1.2 This chapter summarises the future infrastructure development phases for the Airport and assesses impacts and drivers for the development of a new passenger terminal complex.
10.1.3 One of the initial options considered to accommodate future passenger growth was the conversion of the existing ‘Nimrod’ hangar on the south side of the airfield for use as a passenger terminal. However, initial surveys suggested the building was unsuitable for conversion as it is relatively old, and the re- development process was likely to be at least as costly as developing a new bespoke terminal. Despite this, the Nimrod hangar has a continuing use, as a hangar for narrow bodied jet maintenance - the purpose for which it was originally built - and the potential for this redevelopment is laid out in Section 8.3.
10.1.4 Four other options were also considered as part of the Masterplan consultation process with the public and other stakeholders. These included Do Nothing, North Side Development, South Side Un-Integrated Complex and South Side Interated Complex. Each of these were evaluated in the six different areas of aircraft stands, terminal requirements, surface access, flight services and infrastructure area, commercial an airport related development and flexibility for future development. There were also high-level criteria used in the evaluation, described in greater detail in Section 4.3, which examined how well each option could fulfil the general aims of the airport.
10.1.5 Airport Closure was also considered, not as an option but as a baseline against which to consider the development opportunities.
10.1.6 As a result of the consultation, a two phase terminal development approach was agreed upon for terminal development:
Phase 1: North Side Development consists of further expansion of the current facilities to increase capacity to 840,000 passengers annually
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Phase 2: South Side Integrated Complex, in which a new terminal building would be constructed on the south side of the airfield linked with the other developments on that site.
10.1.7 Results from the Masterplan consultation supporting this two phase approach for passenger terminal development is included in the separate “Consultation Report”.
10.2 Airport Closure
10.2.1 Any decision to close Newquay Cornwall Airport to avoid the requirement for further capital investment and cessation of a revenue subsidy in the short- term, the consequences would have significant negative impacts - the CAA licence would be lost, airlines would depart and would be unlikely to return even if a private investor could be found to re-open the Airport and there would be little confidence in the Airport or the County.
10.2.2 Passengers and visitors would therefore be forced to travel to Exeter, Bristol or London to access air services, adding significant traffic to the roads and around 11,000 tonnes of CO2 per annum to the atmosphere1. There would be little or no scope for continuing General Aviation or attracting maintenance activities as the cost of running the airfield would be too high for these activities to cover.
10.2.3 A further consequence for the South West is that Plymouth Airport would almost certainly close. Currently, all but one destination is served from both Plymouth and Newquay by Air Southwest, combining passenger demand from the two locations to produce a level that makes a route economically viable throughout the year. While some Cornish passengers will use surface travel to Plymouth to fly, this migration of passengers is unlikely to reach levels that would sustain Plymouth Airport on its own.
10.2.4 The existing terminal could be converted to some sort of business use but without a new access road to the south side, the existing buildings and land in the southern part of the site would be inaccessible. Further, as most of these buildings were designed for aviation related use, such as hangars, they are unlikely to be suitable for other purposes other than storage which will not attract significant rental income nor contribute significantly to growth of the local economy.
10.2.5 The airfield itself would need to be secured at significant annual cost or used for other development.
1 Newquay Cornwall Airport to 2030: Carbon Impact Study (2008), Entec.
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10.2.6 Current planning policy would not support housing or business development but there might be scope to develop specialist usage, such as motor racing, or renewable energy schemes.
10.2.7 For the reasons set out above, there are no plans to close Newquay Cornwall Airport and it is not considered an option following the consultation. It is included here as a baseline reference against which the other option can be measured.
10.3 Phase 1: North Side Development
10.3.1 In this initial phase, additional infrastructure would be added to the current terminal site to enable passenger growth from 700,000 passenger per annum to an anticipated maximum of 840,000 passenger per annum. This is considered only as a temporary measure as the physical constraints of the existing terminal site render it difficult and likely very costly to expand any further on the North Side. The main constraints to the site are considered as:
The terminal building becomes unworkable the more it is extended in an east/west configuration due to the long walking distance involved for passengers, particularly from the car parks to the terminal building Given the need to retain the existing stand and taxiway configuration, to develop the building into a more usable shape, land would need to be acquired outside of the airfield boundary (to the north) and the existing access road re-aligned The surface access and the environmental impacts, particularly on St. Mawgan village, could be far more significant and potentially unacceptable Although it is possible to “layout” the required number of stands within reasonable proximity of the terminal, especially if bussing were introduced, it would be at a potentially significant capital and operation cost
10.3.2 The general configuration of Phase 1 is shown below in Figure 10.1:
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Figure 10.1: Phase 1 - Plan Layout
Aircraft Stands 10.3.3 In considering aircraft stand requirements, for planning purposes the “design aircraft” used were those classified by ICAO as Code “C”, namely the Boeing 737-800 and Airbus A321-200. The stand requirement for this type of aircraft corresponds to a “Medium” sized one, as described in Section 6.11. For Code “D” aircraft (corresponding to a “Large” sided stand), the design aircraft used was a Boeing 767-300ER.
10.3.4 This phase will continue using as much as possible of the current stand area directly in front of the existing terminal building. The number of aircraft stands required, considering the base case for forecast growth, has been calculated as:
Table 10.1: Phase 1 - Schedule of Available Aircraft Parking Stands 2020 2030 Small 3 3 Medium 2 2 Large 1 1 Total 6 6
10.3.5 The available depth between the terminal building and the northern parallel taxiway, via which aircraft access the runway, creates limitations on the number and size of stands that can be developed on the north side of the airfield. In particular, access for support vehicles, ‘jet blast’ from larger aircraft, walking distance for passengers and possible interference with navigational aids each were considered in calculating the total number of stands that could be provided.
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10.3.6 The lack of space available to accommodate the long-term demand for stand space is one of the reasons why North Side Development was not chosen as the ultimate solution to meet long-term passenger growth as it would create artificial constraints. However, there is sufficient space to accommodate growth to 840,000 passengers while the new terminal and stand area is being constructed on the south side of the airfield.
Terminal 10.3.7 In determining the appropriate size of terminal, passenger peak hour demand flows have been used to derive the capacity required and, thereby, the optimal terminal size to meet IATA Level “C” standards (see Section 6.5).
10.3.8 As discussed in paragraph 10.3.1 above, the current terminal can be extended to the east to increase capacity to approximately 840,000 passengers per annum. However, it would be difficult and potentially very expensive to expand the site any further without converting or demolishing the existing hangar and thus undermine the commercial property development proposals and work against the Airport’s aspiration to become a “cluster” for maintenance activity.
10.3.9 Further expansion to the east of the current terminal would continue to extrude the building in its length as there is no additional depth available on the existing land, producing a constrained and inefficient terminal layout. Therefore, the space provision per peak hour passenger is low and results in unacceptably low levels of service and passenger comfort at peak, which would be inconsistent with the stated intention to provide a minimum of IATA Service Level C for the terminal building.
10.3.10 However, in the space that is readily available, a terminal that has a maximum 840,000 passenger per annum capacity can be accommodated and is considered as a lower-cost alternative to meet immediate capacity demand while the market solidifies and while the new Phase 2 terminal is being constructed.
Surface Access 10.3.11 The surface access design in Phase 1 is based on extending the existing kerb and terminal access roads on the western side of the terminal. The drop-off kerb is lengthened to increase private car, taxi and High Occupancy Vehicles drop-off and pick-up capacity.
10.3.12 Traffic levels and off-airport parking will be monitored, to assess the impact on St. Mawgan village and implement mitigation procedures if necessary.
10.3.13 Additional car parking will be provided to the east of the terminal, on the site of the former compound area. Provision for a taxi and coach holding area could also be made in this area. Car rental will also be relocated to a site within the long stay car park and a provisional allowance of 0.5ha has been made for this area.
Table 10.2: Option 1 - Schedule of Available Surface Access Areas 2020 2030 Car Parking 2.5ha 2.5ha Ground Transport Centre 0.5ha 0.5ha (GTC) and car rental Total 3.0ha 3.0ha
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Legacy Use of the North Side Terminal 10.3.14 As already discussed, Phase 1 is considered as a cost effective temporary measure for meeting short- or medium-term demand until such time as a new terminal on the south side of the airfield is required (Phase 2). However, once Phase 2 is complete, the existing terminal will be used in such a way as to make best use of the asset and the improvements that will have been made to the facilities.
10.3.15 The primary demand for this site is to develop it for both general aviation and business/executive aviation. As it would be located away from the new south side passenger terminal it will easily allow segregation of GA/Executive aircraft and passengers to be segregated away from the commercial traffic. This will make it easier to develop separate products to meet the unique needs of these different markets.
10.3.16 The north side terminal could also be effectively “shrunk” to accommodate the greatly reduced numbers of passengers passing through it; excess areas can be converted to offices and business units.
10.3.17 The parking areas on the north side would remain as part of the long-term parking strategy and become the airport’s long-stay car park, provided suitable transport (i.e. shuttle busses) could be provided to convey passengers to the new south side terminal building.
10.3.18 Overall, the level of activity for a legacy use of the existing terminal would drop and therefore the impact on the surrounding communities would lessen. Operating hours would be narrower with the bulk of activity occurring during the day and road traffic associated with terminal activity would also reduce significantly.
10.4 Phase 2: South Side Integrated Complex
10.4.1 Phase 2 consists of a terminal zone located on the south side of the airfield, but located adjacent to the development areas listed in Chapter 9, namely the Educational Development Zone and the Ancillary Business Development zone which includes the hotel and conference centre. It will be built only at a time when passenger demand is sufficient and the passenger and aircraft facilities outlined in Phase 1 are insufficient to support further growth. The Phase 2 terminal will be of a size to accommodate passenger growth forecasts to 2030, including a possible modular extension, should the high growth scenario be realised. The general layout of Phase 2 is shown in Figure 10.2:
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Figure 10.2: Phase 2 - Plan Layout
Aircraft Stands 10.4.2 For planning purposes the assumptions in respect of the design aircraft for calculating the number of aircraft stands required are as for Phase 1.
10.4.3 For the south side Phase 2, the alignment of stands will be along the eastern edge of the Waterfront apron in an arc and continuing eastwards , parallel to the existing taxiway and in a conventional “power in – push out” configuration.
10.4.4 This configuration allows the introduction of larger stands in the deeper parts of the site, as the distance between the taxiway and stand location increases. Aircraft using these stands will be able to push back without interfering with the main taxiway system, whereas aircraft pushed back from the stands parallel to the taxiway will negatively impact on taxiway operations. However, this could possibly be mitigated to a large extent by assigning smaller turboprop aircraft to these stands in self-manoeuvring configurations.
10.4.5 The maximum number of stands required to meet the requirements of passenger development as set out in Chapter 6 will be 10, Ground modelling will be required to match the level of stands to that of the parallel taxiway.
Table 10.3: Option 3 - Schedule of Available Aircraft Parking Stands 2020 2030 Small 4 4 Medium 3 5 Large 1 1 Total 8 10
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Terminal 10.4.6 The long-term vision for the role of Newquay Cornwall Airport is enshrined in a high quality green building providing a model for other small regional airports, a visual focal point and meeting the expectations associated with creating a landmark gateway to the site and Cornwall.
10.4.7 The proposed Phase 2 terminal will be located in the ‘elbow’ of the arc defined by the aircraft stands in the area directly to the east of the ‘Waterfront’ area as shown in Figure 10.2. As there is sufficient space in this location to provide a full depth terminal, we envisage a single level terminal, with drop-off points, a public transport interchange, taxi ranks and car park vertically separated to reflect the contours of the site.
10.4.8 The spatial standards for this proposal provides approximately 20m²/peak hour passenger. The calculated space provision ensures that the terminal will achieve IATA Level ‘C’ standards, the stated minimum design objective. This will provide good levels of service all year and with very limited congestion and deterioration of levels of service during periods of peak demand.
Table 10.4: Phase 2 - Schedule of Terminal Areas 2020 2030 Passenger Throughput 1.15 1.43 (mppa) Terminal Area 7,640 m2 9,360 m2 (m2)
10.4.9 The space allocated for the terminal therefore allows for slightly more generous areas and is intended to cater for a wider range of airline types, including full-service airlines as well as low-cost ones, and should subsequently create a more attractive proposition for both airlines and passengers.
10.4.10 The architectural expression and fabric would be of a high quality, though not necessarily high cost and it is intended to use convergence funding to ensure that the planned green enhancements are fully funded around the core of a typical small regional airport terminal. Future expansion would be incorporated into the initial design concept to ensure architectural integrity of the building over an extended period of time.
Surface Access 10.4.11 Surface access will be provided by the new access road entering the site at the eastern corner and running parallel to the taxi and runway system, in front of the terminal. This spur road would be from the southern access route required to provide access to the other development areas identified in Chapter 9 and which also provides an alternate route for deliveries to the hangars on the Waterfront and Treloy areas from having to pass in front of the terminal.
10.4.12 Short-term car parking would be provided on land available directly in front of the terminal with long-term parking running along the southern edge of the airfield directly east of the terminal and in the car park on the north side of the airfield, developed as part of Phase 1.
10.4.13 The forecasts for the areas required for car parking, provisions in respect of ancillary activities, characteristics of the terminal forecourt, provision for future safeguarding, commercial land issues and synergy with public transport are shown below in Table 10.8:
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Table 10.5: Phase 2 - Schedule of Surface Access Areas 2020 2030 Car Parking 2.9 ha 3.6 ha Ground Transport Centre 1.0 ha 1.0 ha (GTC) and car rental Total 3.9 ha 4.6 ha
Flight Services and Infrastructure Area 10.4.14 The Flight Services and Infrastructure area, shown in Figure 10.2, lies entirely to the east of the proposed new terminal and will require an extension of the Southern access road past the terminal to provide access or alternatively, a route could be developed from a spur off the roundabout that would give access to the Eastern Gateway Development Area. The preferred solution will be developed as the flight services and infrastructure area is more fully defined in the process of applying for planning permission.
Commercial and Airport Related Development 10.4.15 The completed Phase 2 development was chosen in part due to its ability to incorporate all the commercial elements envisaged for the South Side Development Zone into a single unified development, with the exception the Eastern Gateway Development Area.
10.4.16 Figure 10.3 below illustrates how this would be achieved, with a range of buildings brought together by a linking canopy, creating an attractive weatherproof open space, capable of being used for a range of activities including exhibits, factory outlet retailing and an area for visitors and passengers alike.
Figure 10.3: Sketch of South Side Development Zone
10.4.17 The potential for this structure to provide a high quality architectural solution and meet green design principles gives it a distinct visual edge whilst
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providing the benefit of concentrating footfall to a level that would be attractive to a wide range of retailers, suggesting scope for creating a more commercially positive complex which will contribute materially to the airport’s overall viability.
Flexibility for Future Development (“Future Proofing”) 10.4.18 With the terminal location on the south side of the airfield as set out in Phase 2, expanding in a modular fashion to accommodate the additional passenger demand of the High Growth scenario is relatively straightforward. The extension would expand into the car park on the eastern side of the terminal building with the spaces that were displaced capable of being replaced nearby. No integration with the other developments would be lost and there is predicted to be little or no impact on the ground transport interchange, which would continue to serve the entire terminal.
10.5 Summary
10.5.1 The two phase approach adopted as part of this Masterplan to accommodate passenger growth enables incremental investment to meet the growing demand on the existing site while development of the fully integrated solution is completed. Once completed, the new terminal will help support the range of other developments in the South Side Zone, which in turn support the economic and sustainability objectives set out within this Masterplan.
10.5.2 At the point when the passenger terminal relocates to the south side of the airfield, it is anticipated that the GA and Executive aircraft and passengers will be growing steadily. The additional space afforded by legacy use of the North Side Terminal should attract further flying/training schools and an additional provider of executive services. It may also be used for a small cargo business.
Masterplan 10.10 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 11: Sustainability Appraisal of the Masterplan Developments
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11.0 Sustainability Appraisal of the Masterplan Developments
In this Chapter:
A summary of the sustainability appraised for the terminal development phases set out in Chapter 10.
11.1 Introduction
11.1.1 Sustainable development is a central tenet of planning policy in the UK and the Council is seeking to make the development of Newquay Cornwall Airport as sustainable as possible by addressing social, environmental and economic issues throughout the evolution of this Masterplan. This chapter discusses how sustainability concerns were incorporated when devising the Masterplan proposals that are taken forward for more site specific appraisal in Chapters 12 through 16. It also sets out a sustainability appraisal for future terminal development at the Airport, made in conjunction with work carried out for the Environmental Report of the Strategic Environmental Assessment (SEA).
11.1.2 A full SEA of the preferred phased growth development was completed and is included in the SEA Report which accompanies the Masterplan.
11.1.3 The potential development options for Newquay Cornwall Airport are as described in Chapter 10 and included Do Nothing, North Side Development, South Side Un-Integrated Complex and South Side Integrated Complex.
11.1.4 As a result of the consultation process on the draft Masterplan proposals, a two phaed approach to terminal development has been selected:
Phase 1: North Side Development Phase 2: South Side Integrated Complex
11.1.5 It is therefore these two phases that are assessed in this chapter, with Airport Closure being included as a baseline against which to consider the developments and High Growth Scenario to consider the potential impacts of the south side terminal being further developed to meet a passenger throughput of 1.79 million passengers per annum.
11.2 Approach to Strategic Environmental Assessment (SEA)
11.2.1 The Strategic Environmental Assessment (SEA) has been undertaken in accordance with the regulations and guidance produced by the government. The first stage of the work was to produce a Scoping Report to set out the proposed approach to be adopted in undertaking the SEA, as well as the baseline information to be used to provide the context for the assessment and the information from relevant plans and programmes.
11.2.2 It is a statutory requirement to consult on the content of the Scoping Report with the Environment Agency, Natural England, English Heritage, and any other bodies that it deemed appropriate. During the statutory five week consultation period, which ran from 25th September until 31st October 2008, comments on the Scoping Report were received from the Environment Agency,
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English Heritage, Natural England, Cornwall County Council, Highways Agency, South West Regional Assembly and South West of England Regional Development Agency. Where appropriate, the responses were used to amend the baseline information and the questions used for undertaking the assessment. None of the responses suggested changing the general approach to assessment and as such, the SEA has been undertaken as set out in the Scoping Report.
11.2.3 Locally, sustainable development will be delivered through Cornwall’s Local Development Framework (LDF). This will utilise and update the work and evidence that was produced for Restormel Borough Council’s Core Strategy and other Development Plan Documents. Restormel Borough Council sought to integrate sustainable development into these documents by utilising a Sustainability Appraisal (SA) framework that was designed in consultation with statutory agencies. This framework identified key social, environmental and economic factors that are important to the area and was to be used to assess the sustainability of the Development Plan Documents and their policies. As this framework for assessing sustainable development was already tested and utilised for the local area, the Airport has adopted the same framework as a basis for the SA of the Masterplan.
11.2.4 In most cases it was found that the sustainability framework for the SA of Restormel’s Core Strategy was sufficiently robust. However, slight amendments have been made to both the objectives and sub-objectives. These changes primarily related to spatial scale which, in the case of one objective and several sub-objectives, has been expanded to reflect the fact that the impact of Newquay Cornwall Airport, both environmentally and socio-economically, extends beyond the local authority level. In particular, this reflects the emphasis placed on the Airport within other plans such as the Cornwall Local Transport Plan that view the Airport as an important catalyst for economic growth within Cornwall.
11.2.5 One additional objective was recommended for inclusion with the sustainability framework. This objective relates to environmental quality and captures existing sub-objectives covering water and soil quality as well as two additional sub-objectives which relate to light and noise pollution. Noise is considered to be especially pertinent in the context of the Masterplan and its reduction is an objective within the Cornwall Local Transport Plan.
11.2.6 Several further sub-objectives were also recommended for inclusion within the sustainability framework. These primarily cover economic issues associated with aviation including tourism, connectivity and efficient movement reflecting the key messages from the review of plans, programmes and policies. One sub- objective was removed, this related to the provision of affordable housing, a sustainability issue that was not considered relevant to the Masterplan.
11.2.7 The nine headline sustainability objectives used in the assessment were:
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To reduce poverty, ill health and social exclusion To encourage and sustain vibrant communities To protect and enhance the quality of the natural and historic environment, taking into account the effects of climate change To protect and enhance environmental quality, taking into account the effects of climate change To achieve and promote sustainable land use, construction, transport and design taking into account the effects of climate change To reduce contributions to climate change To provide for sustainable resource management To encourage sustainable economic growth and employment To improve the social and environmental performance of the economy
11.2.8 To help inform the appraisal, a number of sub-objectives for each headline sustainability objective were developed. These were based on the sub-objectives used for the SA of Restormel’s Core Strategy and act as questions or prompts to make it easier to appraise each of the options. For example, for the first headline objective, ‘to reduce poverty, ill health and social exclusion’ the following sub- objectives used are:
a) Will it reduce the gap between the most disadvantaged and other by improving the situation of those at the lower level? b) Will it improve the health and well being of the community? c) Will it improve the quality of local areas? d) Will it provide a safe and secure environment, leading to a reduction in anti-social behaviour?
11.2.9 The same framework of objectives, including all sub-objectives, has been used in the Strategic Environmental Assessment, a report of which accompanies this Masterplan.
11.3 Appraisal of the Terminal Development Phases
11.3.1 The Masterplan phases outlined in Chapter 10 plus the high growth scenario have been appraised using the sustainability framework and a graphical summary of the results is shown in Table 11.1.
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Table 11.1: Summary Appraisal of Masterplan Phased Development Phase 1: Phase 2: Airport High Growth Description North Side South Side Closure Scenario Development Integrated
Poverty and social exclusion - 0 + +
Vibrant communities - 0 + +
Natural and historic 0 - 0 0 environment
Environmental quality + 0 0 0
Sustainable land use, construction, - 0 + + design and transport
Contributions to climate change + - - -
Sustainable resource ++ 0 - - management Sustainable economic growth and -- ++ ++ ++ employment Social and environmental performance of - + + + the economy
Key Very strong positive effect ++ Negative effect - Very strong negative Positive effect + -- effect Overall neutral effect 0
11.3.2 A summary of the reasoning behind the results is included in the following sections.
Airport Closure 11.3.3 The Airport closing may provide a number of direct positive effects relating primarily to the potential for a local reduction in greenhouse gas emissions and improvement in air quality as a result of the cessation of flights from the airport and potential decrease in road traffic. The closure of the Airport would represent a reduction in direct emissions’ (vehicle use), ‘indirect emissions’ (e.g. electricity use) and ‘marginal emissions’ (aircraft, general aviation and surface access). In 2006 the total non-military related emissions from the Airport were approximately 16,000 tonnes.
11.3.4 Offsetting these possible benefits however, is a range of important considerations. Current passenger numbers and aircraft movements are not
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considered to be at a level which could have a significant effect on CO2 emissions in a Cornish context (see Chapter 15) or on air quality in the local area. Moreover, it is unclear what the net effect of closing the Airport would be on travel demand. It is likely that the number of aircraft movements nationally would remain the same and, therefore, inter-regional traffic could increase as passengers that would have otherwise used Newquay Cornwall Airport to travel to and from airports outside the County would have to use other methods that are not materially better in terms of their carbon footprint than flights from Newquay. In fact, there is the potential of actually increasing carbon emissions overall from additional and longer ground transport movements.
11.3.5 Other potential environmental impacts relate to the possible reduction in pressure on local landscapes from visitors who travel to Cornwall by air, although it would make environmental, cultural and historic assets less accessible, especially for those outside Cornwall. Closure of the airport would also reduce the site’s requirements for resources, including water, and would substantially shrink the amount of waste generated on site which currently stands at 773m3 (27,300 cu.ft.) per annum. Conversely, one consequence of the closure of the airport might be the digging up of the runway to provide a range of building materials for use offsite, but this would require the use of substantial numbers of HGVs to transport the materials.
11.3.6 The key significant negative effects of closing the Airport relate primarily to the socio-economic objectives. Newquay Cornwall Airport is an important transport infrastructure asset and a catalyst for the economic growth of Cornwall, providing an estimated £13.2m contribution to Cornwall’s GVA and currently employing 220 people directly and around 188 jobs indirectly. As such, its closure would likely have significant long-term negative effects on sustainable economic growth and employment coupled with an immediate reduction in the connectivity of Cornwall. This is especially pertinent given the current aspirations for growth reflected in the County’s Objective One and Restormel’s New Growth Point status, the benefits of which could be undermined should the Airport close.
11.3.7 The Masterplan estimates that around £13.2m GVA would be lost under this scenario, in addition to the direct and indirect jobs that are currently supported. Further jobs would also be at risk in the wider economy resulting from the loss of expenditure by those directly and indirectly employed by the airport (i.e. induced jobs).
11.3.8 The Airport’s closure would have a particularly negative effect on the tourism economy. According to research conducted by the Cornwall Tourist Board, Restormel is Cornwall’s most popular tourist destination with Newquay attracting over 1.5m visitors each year. The Airport is an important asset in this respect and unlike other UK regional airports, a majority of air traffic at Newquay Cornwall Airport is inbound with the dominant passenger flows serving the tourism market. The Masterplan estimates that 234 jobs would be lost in the tourism sector under this scenario together with £7.9m expenditure equating to £8.4m GVA. But the perceived loss of accessibility carried by the loss of air
Newquay Cornwall Airport 11.5 Masterplan June 2009 2008-2030 11
services to Cornwall may be equally important in terms of negative effects on the Cornish tourist market.
Phase 1: North Side Development 11.3.9 This initial terminal development phase maximises the use of the land available on the existing airport terminal site but does not encompass the terminal re-locating to a new site on the south side of the airfield.
11.3.10 In the first phase of development, further north side develoment would generate 474 additional employment opportunities by 2015 and over a thousand additional full time jobs in the tourism sector, although in net terms the figure is 456. The respective figures for GVA would be £20m from on–site impacts and £20m net tourism benefit. The jobs created anticipated to range from low skilled and/or part time jobs in catering or cleaning services to highly skilled jobs within the aviation sector itself.
11.3.11 This phase will have a wide range of effects on the local community, including business investment, access to labour and access to business markets which have the potential to increase the GVA of Cornwall but would not help to expand the tourism industry much beyond 2015-16. This was one of the considerations behind north side development as the first phase of meeting passenger demand. Phase 2, as discussed later in this chapter, will be able to deliver much greater long-term potential in terms of employment and GVA.
11.3.12 The amount of development taking place under this option is relatively small and as such minor short-term negative effects associated with construction activities are limited, although these would be taking place on the north side of the airport and therefore in proximity to the residents of Carloggas. Any potential negative effects associated with an increase in volume of visitors travelling by air to the region (estimated to be approximately 150,000), such as nuisance effects and recreational pressure, would be also be limited.
11.3.13 Development associated with Phase 1 is in close proximity of a number of visual receptors. Although development is likely to be small scale in nature the proximity to people who will be affected by this has led to a negative assessment on the natural and historic environment option due to the effects on the landscape.
Phase 2: South Side Integrated Complex 11.3.14 This integrated option would see the development of new air services and improve service frequency on existing routes, helping to support tourism industry growth over both the short and long term. Phase 2 encorporates a number of on- and off-airport proposals for a range of industries. Together with improvements in connectivity, it presents an opportunity for the Airport to become a strategic asset of regional significance that provides a considerable stimulus to Cornwall’s economy.
Masterplan 11.6 Newquay Cornwall Airport 2008-2030 June 2009 11
11.3.15 The South Side Integrated Complex of Phase 2 offers a more attractive location for both businesses and employees and this development would generate around £90m of net GVA by 2030 from on-site activities and tourism and a potential further £330m GVA from wider the developments. A key benefit of the integrated nature of this development would be the greater scope it creates for a more commercial educational complex of a critical mass that would enable it to contribute positively to the Airport’s overall financial viability.
11.3.16 A variety of educational, training and employment opportunities are also planned on the south side of the airfield. These opportunities would be related to airport activities, as well as to associated development including the Business Park. The aviation academy will provide training opportunities for Cornish, residents, both adults and under 21’s as well as for students from across the UK and Europe. It is also expected that the employment opportunities created would be diverse, ranging from low skilled and/or part time jobs, such as those associated with retail and tourism, to highly skilled jobs within the aviation industry itself and in the knowledge-based opportunities created at the Business Park.
11.3.17 During the construction phase, air quality, noise and traffic may marginally worsen in the short-term having a negative effect on the health and well being of residents living on the main transport routes although there are fewer of these in close proximity to the airport than there are on the north side. In the long-term, increased air traffic and road traffic could have a negative effect on local receptors due to noise annoyance and congestion although this effect is likely to be limited due to the rural nature of the areas affected and the relocation of the terminal away from a more densely clustered group of properties in Carloggas.
11.3.18 This phase of terminal development would require a significant amount of resources allocated with its construction. There are potential issues with an increase in surface water run-off resulting from an overall increase in impermeable area and limited capacity in the drainage network. A Site Waste Management Plan will be used to encourage the sustainable use of resources and an Integrated Water Management Strategy will be deployed in relation to drainage issues.
11.3.19 The South Side Integrated Complex would result in a net increase in greenhouse gas emissions, however, the improved services available would help to attract visitors away from modes of transport that can be less energy efficient (e.g. low occupancy private car travel) and help prevent long distance surface journeys to other airports. In addition, the Airport’s target for the terminal and airfield operations to be carbon neutral by 2015 and surface access and general aviation included by 2030 means that it is only aircraft emissions that are likely to increase. However, with the RAF’s departure in 2008, the carbon footprint of the Airport in 2030 will be very similar to that of 2008.
11.3.20 Easier access to Cornwall and an increase in visitors could impinge on the enjoyment of local landscapes and place an additional strain on existing services
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and facilities. The aims for a well designed and architecturally arresting terminal building and incorporation of all the commercial elements within for the South Side development zone into a single unified development presents positive effects to passengers visiting Cornwall, businesses locating in and around the airport and those that work on site, presenting a sustainable model for other small regional airports and a landmark gateway to the site and Cornwall.
High Growth Scenario 11.3.21 This scenario, which requires modular extension to the South Side terminal development, would maximise the potential capacity of the airport for up to 1.79 mppa and as a result would be likely to add economic benefits over and above those of the two development phases. The high growth scenario would complement the existing commitments for accelerated growth and regeneration in both Restormel and Cornwall, as reflected by the Kerrier and Restormel New Growth Point and Cornwall’s Objective One status.
11.3.22 This scenario presents proposals for on- and off-site aviation related activities, offering an attractive location for both businesses and employees together with improvements in connectivity and an even greater probability that Newquay Cornwall Airport will become a strategic asset of regional significance and a major stimulus to Cornwall’s economic development. The Masterplan estimates that the development would generate around £114.7m of GVA by 2030 from on-site and tourism activities and a further £70m net benefit over and above the base case and prospectively wider developments and airports associated with construction activities and other catalytic offers should generate a similar scale of output. Associated additional on-site jobs would be in the order of 470 jobs. The employment and training opportunities associated with the wider initiatives are expected to be similar.
11.3.23 The higher passenger throughput would help contribute to overall airport profitability; however it will also optimise the Airport’s contribution to expanding, modernising and securing higher value from Cornwall’s tourism sector.
11.3.24 With the high growth scenario, there may be some deterioration of air quality, noise and traffic during the construction phases; if not carefully mitigated this could have a negative effect on the health and amenity of residents living on the main transport routes even though numbers of properties affected are likely to be small. It will also require resources to be expended, marginally greater than in the base case options because of the slightly larger footprint of the buildings and car parks that would be required. Given the increase of capacity to 1.79 million passengers per annum, the volume of waste arising is expected to increase materially and in the long term, increased air traffic and road traffic could have a negative effect on local receptors due to noise/annoyance and congestion. As before the rural nature of the areas affected and moving the terminal away from residents in Carloggas may offset each other in terms of overall residual impacts. Other impacts associated with development of Phase 2 on the south side of the airfield are:
Masterplan 11.8 Newquay Cornwall Airport 2008-2030 June 2009 11
An increase in impermeable area and run-off Increased green house gases, which in the high growth scenario will be around 20% higher than in the base case, although the potential offsets from shorter car journeys and more viable public transport links will help to offset this Increased visitor numbers impinging on the enjoyment of local landscape and putting strain on existing services and features
11.3.25 There are potential issues with an increase in surface water run-off resulting from an overall increase in impermeable area and limited capacity in the drainage network.
11.3.26 However, the aim for securing a strong architectural and green building presenting a model for other small regional airports a landmark gateway to the site and Cornwall remains.
11.4 Mitigation
11.4.1 The potential impacts associated with each phase of development can in some cases be reduced through employing mitigation measures. The detail of this mitigation will be considered during the planning phase of any proposed development. Possible mitigation measures are included in the full Strategic Environmental Assessment accompanying the Masterplan and are also addressed in Chapter 17.
11.4.2 The mitigation approaches are similar for each of the development phases and at a broader level include:
Implementation of the environmental management plan for the airport annexed to the Masterplan Minimise negative impacts during construction consider registering with the Considerate Constructors Scheme, prepare and implement plans to manage dust and traffic Maximise the reuse of demolition waste during infrastructure construction Provide, restore and enhance biodiversity and incorporate enhancements into landscaping schemes Monitor air quality Undertake drainage capacity investigations, maximise the use of sustainable drainage systems and investigate sustainable water use initiatives Deliver Newquay Cornwall Airport’s commitment to carbon neutrality by 2030, and extend it to include General Aviation, Maintenance,
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Repair and commercial property development, such as the business park, within this time period Ensure local companies have the opportunity to tender for renewable energy and other environmental contracts to enable a build up of skills and business in the environmental sector
11.5 Conclusion
11.5.1 In general, there are very few strong positive or negative effects on the sustainability objectives for the Airport’s future development. The exception to this is the sustainable economic growth and employment objective, where the Airport closes predictably, was assessed as having a very strong negative effect. Conversely, the Airport phases agreed through the consultation process and set out in Chapter 10 allow an increase in passenger numbers matching demand over the long-term are assessed as having a very strong positive effect on this objective.
11.5.2 In terms of the sustainable resource management objective, Airport closure is assessed as being strongly positive compared to negative effects associated with the growth due to the requirement for resources to develop the growth phases. The developments associated with growth are also generally assessed as being positive in terms of the poverty and social exclusion objective, the vibrant communities objective and the social and environmental performance of the economy objective, compared to negative effects associated with airport closure.
11.5.3 The climate change objective is assessed as being positive for airport closure and negative for the two growth development phases as closing the airport is likely to reduce aircraft related carbon emissions although this is dependant on potential passengers deciding not to fly at all rather than catching a plane from another airport. Since this is unlikely, much of the potential reduction in emissions associated with closing the Airport are likely to be offset either by the aircraft emissions moving elsewhere or by passengers making long surface journeys to other airports to access flights.
11.5.4 With a few exceptions, the development supported by each of the growth phases is similar with differences in the timing of the development and the location and size of the terminal being the main points of difference. As a result, the sustainability assessments are relatively similar.
11.5.5 This sustainability appraisal of the development phases has been used to understand, in more detail, the impact of development. The information used to prepare this sustainability appraisal is published in the SEA, which accompanies the Masterplan and was helped to inform the decision on which options were preferred for the final Masterplan. With consideration given to the consultation responses and the detailed designs of developments submitted for planning approval, potential mitigation measures will be put in place to reduce the negative effects and accentuate the positive effects associated with the development of Newquay Cornwall Airport.
Masterplan 11.10 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 12: Funding and Finance
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12.0 Funding and Finance
In this Chapter:
A discussion of the risks associated with return on investment for small regional airports, such as Newquay Cornwall Airport Details of the short- and medium-term capital investment required to generate long-term commercial sustainability Financial implications different options for the Airport
12.1 Introduction
12.1.1 Airports are capital intensive projects whose assets typically require long pay-back periods. For large hub airports serving major cities such as Heathrow (London), Frankfurt, Schiphol (Amsterdam) or Charles de Gaulle (Paris), where demand is generally strong, often exceeding available capacity, returns on capital investment are regarded as safe and secure. However, for small- and medium- sized regional airports, variations in demand associated with the short-term decision making horizons of airlines can dramatically slow (or even reverse), growth and this can make major capital investment in infrastructure a higher risk. This is despite the fact that growth during periods of economic stability is potentially greater for regional airports. In the uncertain economic climate of 2009, the attraction of regional airports to investors has moderated and is likely to remain far weaker for the next one to two years until improved economic conditions and passenger growth return.
12.1.2 For a small regional airport, with a strong reliance on low-cost carriers to underpin passenger growth, the evidence suggests that without a significant commercial property portfolio or the potential to develop one, passenger throughputs of between 750,000 and 1,000,000 are required before an airport is likely to break even in terms of its operating costs1. If the potential exists to achieve these kind of passenger volumes, then such airports still offer a potentially attractive long-term investment. However, to attract investment in a regional airport with an inherently high risk profile in the short-term, will typically require a higher equity for investment capital ratio and the prospect that any investor will secure high yields in the medium- to long-term.
12.1.3 The key characteristics investors will seek, even in more favourable economic circumstances, include:
1 Study on Competition between Airports and the Application of State Aid Rules, Air Transport Group (September 2002), Cranfield University.
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Existing terminal and airfield assets (including operational equipment) with substantial spare capacity and good capability, requiring only modest investment to realise further full potential Few development or operating constraints and ideally, with planning approvals or existing policy which supports development of the airport An established passenger market with a good catchment and clear potential for further growth The potential to develop ancillary or aviation related businesses such as maintenance, general aviation and freight Existing property with letting potential or land with the potential to offer good development returns in the short- to medium-term Strong local support for the airport from key stakeholders, potential airline customers and potential passengers from within the catchment area
12.2 Investment Profile of Newquay Cornwall Airport
12.2.1 Newquay Cornwall Airport certainly offers strong support for the airport from key stakeholders and an airport with modern operational assets, few development and operating constraints and the potential to develop ancillary and aviation related businesses. Additionally, if tourism remains strong, the Airport also has the longer term potential for growth to around 1.5 million passengers.
12.2.2 Newquay Cornwall Airport’s development over the last two years has involved Cornwall Council and its funding partners taking significant risks to ensure the licensing of the airport and investment in improved terminal and business facilities. Over the next three to five years, there are prospectively further risks associated with:
The need to maintain the CAA licence and licence other parts of the aerodrome Making substantial up-front investment to upgrade the available assets to realise their commercial potential (e.g. buildings acquired from the MoD) Heavy investment in marketing the Airport and its development potential Developing a skilled workforce with the appropriate customer focused and aviation related skills The difficulty of making early financial returns on business orientated property in Cornwall
12.2.2 It is unlikely therefore that private sector would invest heavily in Newquay Cornwall Airport without some or all of these key risks having being discharged or made more palatable by the prospect of further public sector investment and other support in the medium-term.
2 12.2.3 The focus of the Airport Development Plan , described in Chapter 7 was ensuring the Airport would remain open and that the significant transport connectivity and substantial existing and potential direct and wider economic
2 Minutes of a Meeting of the Community Policy Development and Scrutiny Committee, 8th May 2006, www.cornwall.gov.uk.
Masterplan 12.2 Newquay Cornwall Airport 2008-2030 June 2009 12 benefits that the airport brings to Cornwall, would be retained. The Airport Development Plan formed the basis for securing capital funding support from Objective One, the South West Regional Development Agency (SWRDA), the UK Government through borrowing approvals, and the County Council itself via borrowing against the Airport Development Fee (ADF) revenues for the Transition project and Convergence funding for the Interim Development Strategy capital works. Many of the projects specified under this funding programme have already been delivered; the remaining schemes are expected to be completed by the end of 2009/10.
12.2.4 Building on the platform created by this investment, the next phase of development will concentrate on infrastructure investment required to open up the south side of the airfield for development and on raising the quality of buildings acquired from the MoD to commercially lettable standards. The final phase of major investment will be to bring forward the major commercial projects forming the South Side Development Zone, including Phase 2 of the terminal development, set out in this Masterplan. In each case, targeted third party funding support will be sought to help deliver these investments as set out below.
12.3 Short-Term Capital Programme (2009-2012)
12.3.1 Total capital expenditure over this three year period is planned to be of the order of £20m, subject to appropriate funding being secured. Failure to undertake this investment would defer the need for further capital outlay, but in so doing would:
Reduce anticipated income levels by delaying or reducing rental receipts from property lettings or capital receipts from asset sales, as well as incurring nugatory ratings liabilities Slow the prospective economic benefits from using the estate acquired from the MoD productively Make it more difficult to secure private sector backing for key projects on acceptable terms Undermining, or at the very least delaying, medium-term plans for the South Side development and associated business park, which offer the potential to realise substantial future revenues for the airport and wider economic benefits for Cornwall
12.3.2 It is considered essential, therefore, that the planned short-term investment is undertaken over the next three years. In parallel, work will commence to develop:
Detailed proposals based on this Masterplan for submission as future planning applications An investment framework and associated business cases to attract Convergence and private sector funding and secure state aid and regulatory approval An associated skills and training package A list of qualified potential development and business partners
12.4 Medium-Term Investment Programme (2012-2018)
12.4.1 The medium-term investment programme is expected to cover a five to seven year period, from 2012 through 2018. Its principal elements are expected to be the South Side development, new hangar developments in the Treloy and
Newquay Cornwall Airport 12.3 Masterplan June 2009 2008-2030 12
Waterfront areas and initial phases of the proposed business park. However, the exact timing, scale and content of the programme will need to be determined closer to the time based on market demand and the level of support secured from both the Convergence Programme and private sector investment partners.
12.4.2 The cost of realising the wide range of commercialisation projects on the south side of the airport is expected to run to £150m or more, and as such will require significant partnership working between the public and private sector. However Cornwall Council is likely to remain an important partner, not least as landowner, and so is the European Union (EU) through its Convergence programme, if significant investment is to be leveraged from one or more private sector partners.
12.5 Convergence Funding
12.5.1 The Operational Programme (OP) for Convergence for Cornwall makes the following commitments in relation to the Airport, which it regards as one of three key “transformational projects” in the County for the period 2007-13:
“Connectivity between the main towns of Cornwall and externally to the rest of the UK and Europe is a vital element of creating a successful knowledge based economy. Responsible air transport has a key role to play in accessing new markets and knowledge networks, and the level of business use of the Airport is considerable. Research has identified both business use and demand for services and the potential catalytic effect of further developing the Airport. There is an opportunity arising from the transfer of the Airport from a military to civilian operation to establish a commercially viable regional airport for Cornwall and the Isles of Scilly, which is an exemplar in terms of sustainable development.
There is a need to consider the need for support for: the development of environmentally friendly terminal and other facilities; the promotion of the Airport to attract new investment, potential business and commercial developments at or near to the Airport; associated interventions linked to business development, skills and recruitment; and support for environmentally friendly operation. Support for non airport related business facilities such as business parks will be supported under Priority 2 or 4, while training and recruitment initiatives will be supported through the Convergence ESF Framework.
Support will also be considered for improving public transport links and strengthening inter-modal links, such as connecting the airport to the rural network for those making onward journeys.”3
12.5.2 The aim of the investment is to enable the Airport to move to a position of commercial self sufficiency, establish itself as a model of sustainable airport development, develop as a major strategic employment location within
3 Cornwall and Isle of Scilly Convergence Operational Programme 2007-2013, Pg. 98.
Masterplan 12.4 Newquay Cornwall Airport 2008-2030 June 2009 12
Cornwall and a focal point of an aerospace cluster forming a key node in a wider South West network of sites dedicated to that sector, and become a key driver of the County’s economy. As such, the outputs required from any Convergence investment are far wider than purely commercial returns and this will be reflected in the funding packages sought in the future.
12.6 Opportunity for Private Investment
12.6.1 In the current economic climate, the substantial interest in airport investment, which existed pre-‘Credit Crunch’, has declined. However, it can be expected to return with the economy’s returns as airports remain good institutional assets.
12.6.2 The Council will be looking to find private sector partners to bring investment and expertise to the table to help deliver a number of the long-term projects in the Masterplan. The exact form of partnership and the timing that investment needs further careful examination, but the Airport remains confident that at the appropriate time there will be an appetite for investing in such an important asset, not only because of its transport gateway but also because it is also a potentially important strategic employment location which will complement regeneration programmes in other areas of the County.
12.7 Financial Impacts of the Preferred Phased Development Proposals
12.7.1 Under a scenario where by Phase 1 development is completed but Phase 2 is substantially or permanently delayed due to slower than anticipated passenger growth, there could be a significant saving of around £30-40m on terminal development costs. However, it may then be necessary to build bespoke business aviation facilities and add flying school and general aviation facilities to the educational complex on the south side of the airfield, which would use some of that capital savings.
12.7.2 The additional downside would be that revenues from the commercial elements of the South Side development (such as the hotel, conference centre or Discovery Centre), would be lower due to less footfall and ADF revenues to pay back borrowing would be reduced as a result of the associated lower passenger growth. So the Phase 2 development remains the medium- to long-term ambition for the Airport both financially and economically.
12.7.3 Failing to invest further in the Airport, and thus limiting total capacity to the current 700,000 passengers per annum, is considered very difficult to make commercially sustainable. While it would save substantial future capital investment in terminal facilities, the airport would struggle to become financially viable at only 700,000 passengers. The limited route network and that level of passenger throughput is unlikely to create the rental premiums or commercial development opportunities required to generate substantive property revenue for the Airport. While many of the South Side development projects can be taken forward independently, they would only be viable with grant support or significant rent free premiums. It is therefore likely that the airport would find it difficult to attract significant levels of private sector investment and the Council would consequently have a far less valuable asset with the risk that it would not recoup its investment in the Airport so far.
12.7.4 Closure of the Airport was a scenario considered during the consultation on the draft of this document, but it was widely recognised that given the investment that has already been made, whilst there might be short-term savings on revenue
Newquay Cornwall Airport 12.5 Masterplan June 2009 2008-2030 12
support, of perhaps £10-12m over a 5-6 year period, these savings would be substantially outweighed by:
The requirement to pay back third-party grant support for failure to deliver the economic outputs it was predicated upon The loss of asset value such an approach would imply On-going debt liabilities the Council is already committed to repaying
12.7.5 If the airport closed, the Council would still need to meet debt borrowing costs for Airport related investment for the next 30 years. This debt has been borrowed against future ADF revenue streams and the ADF would disappear if the airport were to close. Further, the value of the residual assets would drop to a fraction of what they are worth with future planning approval and the business park development would also have major question marks against it.
12.8 Conclusion
12.8.1 With the key building blocks already in place and those planned over the next three years, it should prove possible to find companies willing to partner the Council and its regional/EU partners in delivering the key Masterplan proposals. In this the Council can have greater confidence that it will recoup the investment it has made to date and set the airport on a firm, sustainable long term commercial footing to the benefit of the Council’s finances and the economy of Cornwall.
Masterplan 12.6 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 13: Economic and Social Benefits Appraisal
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13.0 Economic and Social Benefits Appraisal
In this Chapter:
The range of economic benefits in terms of full-time equivalent employment and Gross Value Added (GVA) contributions are discussed for the airport’s development, together with consideration of each of the options for development
13.1 Introduction
13.1.1 This chapter provides an assessment of the economic importance of the current airport facility, its contribution to the economic strategy for Cornwall, estimates of employment, GVA impacts across the range of potential options for development and a discussion of the key social impacts of the Airport’s development. A more detailed analysis may be found in the Annex: “Appraisal of Economic Benefits”.
13.1.2 The Cornish economy is currently in a transitional phase towards more knowledge based, high value added employment sectors. At the same time, the tourism sector is seeking to expand its presence in the high-value, short-break and winter season markets to combat seasonality and remain competitive, attracting good staff seeking better paid full-time employment. These objectives, and a wide range of other economic developments, are highly dependent on connectivity, particularly due to the relative inaccessibility of Cornwall. New economy sectors operate in a global marketplace and they require rapid access to clients, markets and partners.
13.1.3 The economic linkage provided by air travel will help to overcome economic constraints and will complement and support strategic economic developments throughout the County. In addition to airport infrastructure, other business opportunities identified in the Masterplan will facilitate economic growth in the aviation and aeronautical sectors in Cornwall. Without the services provided by Newquay Cornwall Airport, it is likely the vision set out in Cornwall’s economic strategy will come under threat.
13.1.4 Using an extensive detailed database and economic analysis, a range of key challenges have been identified which underpin the Economic Strategy for Cornwall and the Isles of Scilly1. These include:
Peripherality and poor external connectivity Poor transport connectivity between key centres, including public transport Low level of innovation, product and process development Low levels of business investment contributing to low productivity Lack of graduate and higher skilled jobs Weaker skills base of workforce and persistent recruitment and skills shortages
1 Strategy In Action – The Economic Development Strategy for Cornwall and the Isles of Scilly May 2007): The Economic Forum for Cornwall and the Isles of Scilly.
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Worklessness and deprivation Limited provision and quality of business premises (property market failure)
13.1.5 These challenges are compounded in the face of external developments:
Globalisation of trade, and potential effect on certain sectors, such as manufacturing Increasing energy prices and uncertainty of supply A projected slow down in the UK economy which is likely to exacerbate the difficulties of attracting private sector investment Competing with the South East and other regions to attract higher skilled and highly qualified people Competitive pressures on and restructuring of industries such as china clay, agriculture, fishing, and tourism Increased demand and limited capacity of existing infrastructure which actively constrains growth
13.1.6 Through the evidence base and detailed analysis, key areas for intervention to improve economic activity in Cornwall have been identified: Accelerating the growth of those sectors and businesses characterised by high value added products and services and developing networks and alliances which build a self sustaining economic momentum to allow for continued growth in the medium and long-term Improving productivity levels across the business base. Building business capability to innovate and use knowledge Addressing external connectivity, including the investment and take- up of digital technologies Addressing external connectivity, re- connecting people and business to national and international opportunities
13.1.7 The implications for development at Newquay Cornwall Airport are significant. Aviation is a major contributor to UK economic growth and when indirect and induced effects are considered, national figures exceed 580,000 jobs and £22.2 billion of GVA. At a local level, the Masterplan development provides a wide range of potential measures that contribute directly and
Masterplan 13.2 Newquay Cornwall Airport 2008-2030 June 2009 13 indirectly across all the high level economic aims and objectives for Cornwall. Indeed, the contributions are so wide ranging and diverse it is difficult in some cases to measure the full impact that the Airport provides, but it includes:
Access to Global Markets Access to/from specialist services and learning institutions Export/import of specialist services, expertise, support Opening up new and brown field sites for development Improving viability of knowledge based business start ups in the region Retaining a high skilled workforce A catalyst for economic growth and high skill employment Attracting business confidence and private sector investment
13.1.8 The economic impacts of the Masterplan proposals and benefits to the Cornish economy are considered under the following headings:
On-site Tourism Construction Passenger benefits Wider developments Catalytic
13.1.9 The impacts shown are at the geographic level of the Cornish economy and a culmination of studies that have examined the economic benefits of Newquay Cornwall Airport on the County’s economy. These studies were based on well established methodologies that have been used to evaluate similar projects in other parts of the UK.
13.1.10 Quantified impacts include employment retention and job creation expressed in terms of Full-Time Equivalent (FTE) jobs, Gross Value Added (GVA) and income generated including employee wages and companies' operating surpluses. All financial data shown are in 2008 prices.
13.1.11 Apart from those for the wider developments, the impacts are assessed on two bases, reflecting the passenger traffic forecasts for the Airport. First, Phase 1: North Side Development from Chapter 10 is considered where it is assumed that passenger numbers will not increase beyond 840,000 per annum which is the capacity limit of development on the North Side of the airfield.
13.1.12 Phase 2: South Side Integrated Complex is based on the unconstrained base case passenger traffic forecast and it is assumed that the quantified economic impacts are identical under each of these two phases.
13.1.13 The consideration of no further development, whereby development is limited to that completed as part of IDS, effectively constraining passenger demand and is discussed separately in Section 13.8.
13.1.14 Many of the economic impacts, particularly on-site and tourism impacts, are dependant on the number of passengers travelling through Newquay Cornwall Airport. For the purposes of this analysis, the Base Case forecasts for 2015 and 2030 as shown in Chapter 6 are used. Benefits associated with construction,
Newquay Cornwall Airport 13.3 Masterplan June 2009 2008-2030 13
wider development and catalytic effects are independent of passenger throughput.
13.2 On-Site Impacts
13.2.1 On-site impacts are generated from economic activity at the Airport itself. This includes companies such as the Airport operator, airlines, handling agents, concessions, car hire, and fuel storage.
13.2.2 On-site employment comprises three types of effects:
Direct - staff directly employed by companies based at the Airport Indirect - jobs supported through the purchases of goods and services by companies based at the Airport Induced - jobs that are generated by the expenditure of the wages in the wider economy by those directly and indirectly employed
13.2.3 Total on-site impacts are shown below; in this instance the baseline is taken as 2007, as direct employment data are available for that year.
Table 13.1: On-Site Impacts of Phased Development Phase 1: North Side Development Jobs GVA Year Indirect & Direct Total Total Induced 2007 220 188 408 £13.2m 2015 474 406 880 £33.9m 2030 474 406 880 £33.9m
Phase 2: South Side Integrated Complex Jobs GVA Year Indirect & Direct Total Total Induced 2007 220 188 408 £13.2m 2015 474 406 880 £33.9m 2030 595 510 1,105 £57.6m
13.2.4 In 2007, it is estimated that there were 220 jobs located at Newquay Cornwall Airport and these supported a further 188 jobs in the wider economy, producing a total of 408 jobs.
13.2.5 Under Phase 1, employment and GVA growth are capped as passenger numbers reach their limit of 840,000 and, in the absence of completing Phase 2, the impacts in 2030 would remain at 2015 levels - 880 jobs and around £34 million of associated GVA.
13.2.6 Upon completion of Phase 2, the impacts will continue to increase, due to the higher passenger throughput available via the new, larger terminal on the south side of the airfield. Total employment is therefore forecast to increase to over 1,100 jobs by 2030, with associated GVA of more than £57 million, a total of 225 more jobs than available in Phase 1 by 2030.
Masterplan 13.4 Newquay Cornwall Airport 2008-2030 June 2009 13
13.3 Tourism Impacts Gross Impacts 13.3.1 Gross tourism impacts arise from the expenditures made by inbound visitors to Cornwall who fly via Newquay Cornwall Airport. In this case, and for the remaining analysis in this Chapter, a base year of 2006 is used corresponding to the most recent economic and tourism surveys.
Table 13.2: Gross Tourism Impacts: Direct, Indirect and Induced Effects Phase 1: North Side Development Year Trips Expenditure Jobs GVA 2006 108,000 £38.5m 1,142 £41.3m 2015 252,000 £89.7m 2,228 £96.0m 2030 252,000 £89.7m 2,228 £96.0m
Phase 2: South Side Integrated Complex Year Trips Expenditure Jobs GVA 2006 108,000 £38.5m 1,142 £41.3m 2015 252,000 £89.7m 2,228 £96.0m 2030 405,000 £144.2m 2,650 £154.4m
13.3.2 In 2006, 108,000 visitors accessed Cornwall via the Airport and spent over £38 million in the economy. This in turn supported over 1,100 jobs in the tourism industry and more than £41 million of GVA.
13.3.3 Under Phase 1, by 2015 the tourism impacts increase to more than 250,000 tourists and over 2,200 jobs and £96 million of GVA. In the absence of completing Phase 2, the tourism impact would remain at that level in subsequent years due to the physical terminal building constraints, which caps passenger throughput at 840,000 per annum.
13.3.4 By completing Phase 2 of the terminal development, by 2030 the projected number of tourist trips grows to over 400,000, supporting 2,650 jobs and over £154 million of GVA. This represents over 420 more jobs and around £58 million more GVA than under Phase 1.
13.3.5 The significant levels of impacts shown reflect that:
Unlike many other UK regional airports, a majority (54%) of traffic is inbound Average spend per visitor is higher for those who travel by air - those flying via Newquay Cornwall Airport spend on average £356 compared with £279 for all visitors to Cornwall who stay at least one night in the County2
Net Impacts 13.3.6 Some of the visitors flying into Cornwall would make their trip even if the Airport did not exist. Further, the presence of the Airport will lead some Cornish residents to make trips to destinations outside Cornwall that would not otherwise be made. The net impact accounts for these two factors and as such, it represents the net economic activity attributable to tourism generated in Cornwall that would not otherwise exist in the absence of the Airport.
2 Newquay Cornwall Airport Passenger Surveys January and August 2007 & Cornwall Visitor Survey 2006/2007, www.visitcornwall.com (11.11.08).
Newquay Cornwall Airport 13.5 Masterplan June 2009 2008-2030 13
Table 13.3: Net Tourism Impacts: Direct, Indirect and Induced Effects Phase 1: North Side Development Year Expenditure Jobs GVA 2006 £7.9m 234 £8.4m 2015 £18.4m 456 £19.6m 2030 £18.4m 456 £19.6m
Phase 2: South Side Integrated Complex Year Expenditure Jobs GVA 2006 £7.9m 234 £8.4m 2015 £18.4m 456 £19.6m 2030 £29.5m 542 £31.6m
13.3.7 This shows that the Airport has a significant net positive economic impact for Cornwall - visitors bring more money into the Cornish economy than is lost through outbound trips made by residents.
13.3.8 By 2015, regardless if the Airport is in Phase 1 or Phase 2 of its terminal development, the impacts rise to over 450 jobs and approaches £20 million of GVA. By 2030, the completed Phase 2 would support 542 jobs and over £31 million of GVA that would not exist in the Cornish economy without the Airport.
13.3.9 The scale of the net positive impacts reflects three factors. First, as noted earlier, a majority of passengers using the Airport are inbound visitors to Cornwall rather than residents flying outbound.
13.3.10 Second, available evidence suggests that the Airport has a greater influence on visitors than it does on residents. It shows that 25% of visitors using Newquay would not have made a trip to Cornwall without the presence of the Airport and thus their expenditures can be directly attributed to the Airport. In contrast, it is estimated that only 10% of residents flying from Newquay would not have made a trip outside Cornwall in the absence of the Airport. Therefore, only a slight proportion of residents' spending outside Cornwall can be attributed to the Airport.
13.3.11 Lastly, available evidence suggests that spend per trip by visitors flying into Newquay is greater than spend per trip of residents flying outbound from the Airport. Thus, on a per trip basis, inbound visitors using Newquay Cornwall Airport spend more in Cornwall than is lost to the County through residents flying outbound.
13.4 Construction Impacts
13.4.1 Construction impacts arise from the physical works required to carry out the development plans set out in this Masterplan. However, the exact timing, location and nature of the longer-term expenditure are uncertain and will depend on actual passenger growth levels achieved. Therefore, to gauge the potential construction impacts, all initial analysis has been undertaken based on known construction activity for the next four years (to 2011).
Table 13.4: Construction Impacts 2007-2011: Direct, Indirect and Induced Effects Employment (FTE) GVA 54 £25.8m
13.4.2 The construction impacts take into consideration the terminal and other south side developments and are based on expenditures made in the near term. However, there is potential for the FTE’s and GVA to be significantly above that
Masterplan 13.6 Newquay Cornwall Airport 2008-2030 June 2009 13 shown above, as the growth proposals set out in the Masterplan are implemented over the period to 2030.
13.5 Passenger Benefits
13.5.1 One of the main benefits of flights operating to Newquay Cornwall Airport is that passengers can travel direct to/from the County and with shorter journey times than are possible by other transport modes. However, if the Airport did not exist, visitors would have two options:
Making their trip wholly by surface travel such as road or rail. Using another airport (e.g. Bristol) and completing their journey to/from Cornwall by surface mode
13.5.2 The passenger benefits of Newquay Cornwall Airport are therefore a measurement of the time savings associated with flying directly into the County. Time savings have a value to the passenger which can be expressed in financial terms, using standard values of time.
13.5.3 When multiplied by the time saved and projected at current prices (i.e. Net Project Value) they provide an alternative way of calculating the wider economic benefits generated by the Airport. As such they encompass jobs created and income generated and it is important that they are not double counted alongside these other measures. Passenger benefits are typically used in appraisals of transport projects, jobs and GVA in economic or regeneration projects.
13.5.4 The following time saving benefit results relate to all passengers, both residents of Cornwall and those living elsewhere.
Figure 13.5: Value of Time Savings to Passengers Using Newquay Cornwall Airport Phase 1: North Side Development Time Savings Year Value (hours) 2006 0.59 million £17.4m 2015 1.53 million £53.8m 2030 1.53 million £53.8m
Phase 2: South Side Integrated Complex Time Savings Year Value (hours) 2006 0.59 million £17.4m 2015 1.53 million £53.8m 2030 2.50 million £110.6m
13.5.5 The majority of benefits will accrue for business rather than leisure passengers. Business travellers place a higher value on their time versus those travelling for leisure.
13.6 Wider Developments
13.6.1 The Masterplan sets out a number of proposals in Chapter 8 and 9 that have the potential to generate further economic impacts. Unlike the on-site, tourism and passenger benefit impacts, those economic benefits arising from these ancillary projects are only partially or not at all related to passenger growth. A summary of these benefits is shown in Table 13.6 below:
Newquay Cornwall Airport 13.7 Masterplan June 2009 2008-2030 13
Table 13.6: Wider Developments: Economic Impacts Jobs Indirect Item GVA Direct & Total Induced Aircraft Maintenance 1,600 990 2,590 £133.0m Business Park 2,538 955 3,493 £172.9m Educational Development 174 84 258 £10.1m Other Commercial 312 119 431 £13.2m Total 4,624 2,148 6,772 £330.1m
13.6.2 A significant portion of the potential economic impacts stem from Aircraft Maintenance and the Business Park. Together, these could generate over 6,000 jobs - 90% of the estimated total of all the wider developments.
13.7 Catalytic Impacts
13.7.1 For the purposes of the Masterplan, catalytic impacts are assessed as the effects of air transportation in facilitating growth and productivity in the general economy by increased business activity and greater personal productivity- excluding tourism.
13.7.2 While air transport is one of a number of factors that can influence the location of business and wider investment development, existing research supports the view that air transport can have a range of positive impacts, including:
Inward investment by business Access to expertise that is not available in the local economy Attraction/retention of skilled labour
13.7.3 While it is not a straightforward task to quantify catalytic impacts, the balance of evidence suggests that the total economic benefits are likely to be of an order of magnitude greater than those of on-site impacts.
3 13.7.4 The work carried out to date and presented in the supporting annex concluded that the present and potential future catalytic impacts of Newquay Cornwall Airport are significant, based on a number of factors:
Cornwall's peripheral location and its limited surface links to main economic centres The scale of impact reported by other appraisals, including one for the Gatwick-Plymouth/Newquay air service Almost half of current business passengers stated that the availability of flights from Newquay Cornwall Airport had affected their decision to locate or remain in Cornwall Over 40% of business passengers viewed the Airport as "essential" to the operation of their business
13.7.5 The expansion of Newquay Cornwall Airport will support further business benefits and economic growth in Cornwall by attracting potential inward
3 Annex: Appraisal of Economic Benefits, Economic Reference Consultants and Cornwall County Council (November 2008).
Masterplan 13.8 Newquay Cornwall Airport 2008-2030 June 2009 13 investment by mobile companies allowing more passengers to access markets, suppliers and business networks quickly and effectively.
13.7.6 Improved transport links will help to increase the productivity of Cornwall’s economy, which is currently lower than that of the UK, and of the South West. Remoteness from main economic centres identified as a key reason for this.
13.7.7 Research shows that inter-regional services to main business centres outside London are important to regional economic growth4. Therefore, improved frequency and range of services from Newquay Cornwall Airport to main UK business centres will help put Cornwall on a par with other UK regions or attracting investment and skilled labour.
13.8 Impact of Airport Closure
13.8.1 Under a scenario in which the airport closes, job losses are quantified in Table 13.7, although jobs foregone would be far greater in line with the appraisal of the phased development .
Table 13.7: On-Site Impacts of Airport Closure Jobs Lost GVA Year Indirect & Direct Total Total Induced 2007 220 188 408 £13.2m
13.8.2 Lost net annual expenditure, jobs and GVA in the tourism sector would be as set out in Table 13.8 and passenger time savings of around 0.59 million hours or just under £20m per annum would also be lost. These losses would be far greater if the potential economic benefits that would be achieved under Phase 2 of the terminal development are taken into account.
Table 13.8: Net Tourism Impacts: Direct, Indirect and Induced Effects of Airport Closure Tourism Benefits Lost Year Expenditure Jobs GVA 2006 £7.9m 234 £8.4m
13.8.3 Whilst there might be some potential for job creation and economic activity in existing buildings on the site, these are unlikely to make up even a small fraction of those generated by continued Airport operation.
13.8.4 The potential catalytic impact benefits would also be lost and the loss of connectivity could have a negative effect on the performance of existing Cornish businesses. Although this is difficult to quantify accurately, around 50% of companies surveyed indicated they regarded the airport as important or very important to their business.
13.9 Social Impacts
13.9.1 Although the economic benefits of developing Newquay Cornwall Airport for a range of aviation related activities are substantial, they are not the only benefits that the project is expected to generate. The social and cultural benefits of aviation are frequently overlooked or under-estimated because they are more difficult to quantify than the additional job or added value estimates but they are important nevertheless. The principle impacts considered here relate to:
4 Aviation, Core Cities and Regional Economic Development (2003): Department for Transport, HMSO.
Newquay Cornwall Airport 13.9 Masterplan June 2009 2008-2030 13
Employment outputs Education and training Access to Government institutions Lifeline services Quality of life
Employment Outputs 13.9.2 The development of the Airport has already been identified as an opportunity to create a strategic employment cluster capable of generating considerable number of new jobs, but it also has the potential to contribute to solutions to some of the underlying structural employment issues facing the County as set out in the Convergence Operational Programme5 and Strategy in Action6. These include:
Under-employment Low pay Skill shortages
13.9.3 At around 1.8%, Cornwall’s unemployment rate is in line with the average for the UK and there has also been evidence of good employment growth, with around 4,000 registered migrant workers, mainly from Eastern Europe and Australia and South Africa being attracted to job opportunities during the summer. However, this positive picture figure hides a key structural problem, notably the high levels of part-time or seasonal employment amongst Cornish residents, which at 13% for males and 45% for women is significantly higher than both the regional and national average7. The underlying causes of this are:
The nature of the County’s economy in which low value sectors such as retail/wholesale and mining and seasonal sectors such as agriculture and tourism are major employers Below UK average skill levels that limit the potential for high skilled, high added value companies paying commensurately better salaries to establish themselves in the County
13.9.4 High-levels of ‘under-employment’ are associated with low pay and GVA per head and this is reflected in wage levels which are significantly below both the regional and national levels8, as shown in Table 13.9 below. This in turn leads to deprivation across the County, particularly in terms of access to housing and in terms of a number of other indicators in Camborne, Pool, Redruth and Northern Cornwall. Underemployment may also contribute to the pattern of Cornish young people leaving the County to seek better paid jobs elsewhere, although there are signs that trend may be stabilising.
5 Convergence Programme for Cornwall and the Isles of Scilly – Operational Programme 2007-13 :CCI 2007 16 1 PO 003. 6 Strategy In Action – The Economic Development Strategy for Cornwall and the Isles of Scilly May 2007): The Economic Forum for Cornwall and the Isles of Scilly. 7 The Economic Development Strategy for Cornwall and the Isles of Scilly, Evidence Base, 2006 – 2021, The Economic Forum for Cornwall and the Isles of Scilly. 8 Office for National Statistics, www.statistics.org.uk, (04.11.08).
Masterplan 13.10 Newquay Cornwall Airport 2008-2030 June 2009 13
Table 13.9: Gross Weekly Earnings for all Full Time Employees 2003 2004 2005 2006 2007 Cornwall and Isles of £331.50 £328.90 £340.90 £357.50 £373.30 Scilly South West £382.00 £392.90 £401.00 £417.00 £427.80
UK £404.00 £419.50 £431.20 £447.10 £456.70
13.9.5 Airports typically offer a wide range of jobs, many of them full-time and skilled. There is a seasonal component to Newquay Cornwall Airport’s workforce, but the extent of this will diminish as the Airport grows and attracts non- passenger dependent businesses. Over the medium-to long-term, therefore, it offers the potential to make a material contribution to addressing some of the structural issues identified above.
Education and Training 13.9.6 The Academy and Discovery Centre will certainly make an important contribution to reducing the skills gap and helping to improve activity rates amongst the under-employed by offering the scope for securing better qualifications or re-training those that are out of work based on the science, customer focused, enterprise and sustainable development courses to NVQ Level 3-5 qualifications and potentially higher degrees in relevant subjects.
Table 13.10: Highest Level of Qualification of Economically Active Adults(% of total)9 Level 3 Level 4 Cornwall and Isles of 47% 23% Scilly South West 51% 29% UK 50% 30%
13.9.7 The prospects of a career in a number of exciting sectors in Cornwall may also help reverse current demographic trends, by encouraging more Cornish young people to seek employment in the County rather than look further afield, something which in recent years has lead to an ageing population profile as in- migrants are predominantly 30-60 years old. It will also offer opportunities for those who are made redundant in declining low-skill industries to train for jobs in modern high added value businesses.
13.9.8 Less directly, the development of the airport already provides education and training benefits, by facilitating travel to conferences and specialist courses outside the County and enabling foreign students to travel conveniently to Cornwall’s higher education establishments. The latter is an area a number of the higher education institutions in Cornwall are keen to develop and the Airport and access to a range of international services and links from major airports such as Gatwick and Stansted will help them to secure a foothold in these markets. Air access will also be important in building Cornwall’s profile in the conference and exhibition market. Less directly again is the opportunity for Cornish residents to learn about other countries and cultures through travel, which will help to contribute to an outward facing view and its place in Europe and the wider world.
9 The Economic Development Strategy for Cornwall and the Isles of Scilly, Evidence Base, 2006 – 2021, The Economic Forum for Cornwall and the Isles of Scilly.
Newquay Cornwall Airport 13.11 Masterplan June 2009 2008-2030 13
Access to Government Institutions 13.9.9 For a remote rural County like Cornwall that has significant issues about access to public services and economic development, there is a need for regular business access to central government departments and agencies. These are all based in London or major cities across the UK, and access is needed for meetings, lobbying, regulatory approvals, funding discussions etc. Engagement in the political process, representation of Cornish interests and influencing are all part of the complicated democratic and fiscal processes in the UK. Increasingly, it is also important to undertake the same activities in relation to the EU, especially given the European funding for which Cornwall is eligible, and to develop partnership working with peer regions across Europe in this context.
13.9.10 In all these areas, the distances and surface travel times, make convenient access to air services an essential pre-requisite to conducting business efficiently, flexibly and effectively. It also keeps secure visits to the County and the interest and engagement of key players in the political process because of the enhanced accessibility it allows. It is very easy to under-estimate the importance of connectivity and the perception of detachment without it.
Lifeline services 13.9.11 Newquay Cornwall Airport provides the base for Skybus’ fixed wing ‘lifeline’ services to the Isles of Scilly. Visitors to the islands most frequently use them, but as tourism is responsible for 85% of the Islands’ income, the air services from Newquay are a vital economic lifeline if the communities there are to continue to thrive. Together with the helicopter services from Penzance, the Skybus service also provides access to education, specialist health and other public services and to retail and leisure opportunities not available on the islands themselves, and also important connections for onward travel to other parts of the UK and Europe via other services available from the airport.
Quality of Life Contribution 13.9.12 Finally, developing a good range of air services at the Airport, will help to enhance the quality of life for those living in Cornwall in a number of ways by providing convenient access to:
Cultural, religious and sporting events Friends and family elsewhere in the UK and overseas Holiday and leisure opportunities that are much more easily accessed in other regions of the UK which have well established airports
13.9.13 Putting the above in context, it would have been more difficult to attract major events such as the World Rescue Games and Boardmasters to Cornwall without the availability of air services. It is also easy to under- estimate the importance of being able to access mainstream events, from major sports to shows in London, on the perception of remoteness of the County, particularly for young people.
Masterplan 13.12 Newquay Cornwall Airport 2008-2030 June 2009 13
13.9.14 With around a third of the Airport’s outbound traffic classified as “visiting friends and relatives” and some of the inbound being for similar purposes, it is clear the airport plays an important role in keeping Cornish residents in contact with their friends and family. It is particularly important for older people or those with disabilities, for whom a long surface journey by road or train would be difficult and uncomfortable and for inward migrants who would like to have access to their home country.
13.9.15 At the simplest level, the welfare benefits of vacations are always underestimated. A survey of residents of Cornwall indicated that around 52% go on holiday overseas each year, lower than the UK average of 70%10. The same survey also makes clear, that if suitable services existed from Newquay, around 80% would prefer to fly rather than travel by other modes (e.g. ferry, train or car).
13.9.16 It is clear, therefore, that Cornish residents want to be able to travel overseas on holiday, to experience different countries and cultures, just the same residents of other parts of the UK. However, they have had to make long surface journeys to other airports to access holiday flights and the Airport now affords the opportunity to make the journeys more conveniently.
13.10 Summary
13.10.1 Table 13.11 shows the significant growth in the economic impacts of Newquay Airport that is forecast for the period 2006-2030:
Table 13.11: Economic Impacts of Newquay Airport (2006-2030) Phase 1: North Side Development 2006 2030 Impact Jobs GVA Jobs GVA On-Site 408 £13.2m 880 £33.9m Gross Tourism 1,142 £41.3m 2,228 £96.0m Passenger Benefits £17.9m £68.8m
Phase 2: South Side Integrated Complex 2006 2030 Impact Jobs GVA Jobs GVA On-Site* 408 £13.2m 1,105 £57.6m Gross Tourism 1,142 £41.3m 2,650 £154.4m Passenger Benefits £17.9m £113.6m * On-site impacts are for 2007
13.10.2 The table shows that the impacts can be fully realised under the scenario whereby Phase 1 development of the existing terminal is followed by the new, larger passenger terminal of Phase 2. In addition there are:
Significant benefits from wider developments, with a potential impact of over 6,700 jobs Catalytic impacts,which are expected to be greater than the on-site impact Impacts of construction activity at the Airport site; although these have not been quantifed beyond 2011, these are significantly larger under Phase 2 development
10 Travel Habits Survey, Power Marketing, (August 2007).
Newquay Cornwall Airport 13.13 Masterplan June 2009 2008-2030 Chapter 14: Surface Transport Appraisal
14
14.0 Surface Transport Appraisal
In this Chapter:
A review of the policy governing the surface transport options for future development at the airport A review of the terminal development phases as set out in Chapter 10, and their relative impact on surface access in the area Discussion of the other considerations that increased surface access demand will have in the area of Newquay Cornwall Airport
14.1 Introduction
14.1.1 With Newquay Cornwall Airport forecast to expand to between 1.07 million and 1.79 million passengers per annum by 2030 and proposals to develop land around the airport for aviation related educational, business and leisure uses, this provides an opportunity for an integrated approach in providing for surface access for the Airport. In particular, it enables public transport, other non-car modes and strong Travel Plan measures to be met.
14.1.2 This chapter reviews the current and future situation and presents a way forward via a proposed Airport Surface Access Strategy (ASAS).
14.2 Policy Context
14.2.1 As has been demonstrated in Chapter 2, Policy Context, the proposed Airport expansion is supported at all levels. The way in which relevant policies relate to surface transport is outlined below.
The Future of Air Transport - White Paper (2003) 14.2.2 Following the publication of the Transport White Paper in 1998, ‘A New Deal for Transport: Better for Everyone’, which considered that certain airports should establish an Air Transport Forum, The Future of Air Transport White Paper required that,
“all airports in England and Wales with more than 1,000 passenger air transport movements a year are identified as requiring to set up an Airport Transport Forum and prepare an Airport Surface Access Strategy”.
14.2.3 It recommends that the strategy should set in place challenging short- and long-term targets for reducing the number of journeys to the airport by car and increasing the number of journeys made by public transport for both airport staff and passengers. The strategy should be developed alongside the preparation of airport Masterplans, and in consultation with the relevant Airport Transport Forum. The Airport Surface Access Strategy will need to be reviewed on a regular basis over the next 30 years so as to adapt to evolving market conditions and expectations.
Regional Planning Guidance for the South West (RPG10) 14.2.4 The document recognises that the growth of the airport is important to protect Cornwall’s “weak and vulnerable economy”. The guidance focuses on the use of the airports as gateways to the region. Within the RPG is the Regional
Newquay Cornwall Airport 14.1 Masterplan June 2009 2008-2030 14
Transport Strategy (Section 8), which details how ‘Local authorities, airports, transport operators and other agencies should work together to encourage the sustainable development of the region’s airports and their associated facilities.’
Draft Regional Spatial Strategy for the South West 2006-2026 14.2.5 The current draft recognises the importance of Newquay Cornwall Airport to regional transport; Policy TR9 Airports states that Newquay Airport will satisfy important local markets, and should continue to provide business links to international hubs and London while facilitating visits to the region.
Cornwall Local Transport Plan 2006-2011 14.2.6 The Local Transport Plan strongly supports the continued operation and development of the airport. Indeed, securing both its long term development and successful future, one of the key priorities of ‘Connecting Cornwall’, the County’s overarching long term transport strategy, which aims to address regeneration and congestion.
14.2.7 Air transport is one of the eight integrated Action Plans acknowledged in playing a key role in the future of Cornwall, especially if socio-economic and environmental objectives are to be met, both locally and in the wider context.
14.2.8 The Plan sets out a five year programme for the improvement of the transport system. The ASAS will need to be developed in line with the key objectives set out above and ultimately provide input to the next round of regional and local transport strategy documents.
Restormel Borough Council Local Plan 14.2.9 There are no Plan policies specifically relating to Newquay Cornwall Airport, however the explanatory text of the Plan does provide support for the enhancement of facilities at the Airport. It states in Paragraph 9.71 that Restormel Borough Council will continue to promote the retention and improvement of services between Newquay, London and other destinations.
14.2.10 The Plan also recognises the importance of road travel in the Borough but seeks to increase the opportunities for the use of different modes of travel and the development of an integrated system and the ASAS is in line with this objective.
14.3 Existing Situation
14.3.1 Newquay Cornwall Airport is approximately 6km north east of Newquay Town Centre. The current Airport terminal is, as discussed in Chapter 10, constrained by the limited availability of land and to a lesser extent, by the local class ‘C’ road by which it is accessed.
Passenger Characteristics 14.3.2 The Council undertakes air passenger surveys in January and August to determine passenger travel habits. The most recent results indicate that, with regards surface transport to and from the Airport:
During January the majority of air passengers travelled from within Cornwall, whereas in August the majority of air passengers travelled to the Airport from within the United Kingdom excluding Cornwall Approximately 70% of passengers travel to the Airport by car (as either a car driver or passenger)
Masterplan 14.2 Newquay Cornwall Airport 2008-2030 June 2009 14
The majority of passengers parking at the Airport stay for one day, two to three days or more than seven days indicating that the Airport is used for both business and holidays trips
14.3.3 The surveys have not distinguished between passengers travelling by car who leave their cars in the car parks and those who are ‘delivered’ to and from the Airport by a non-flying car driver (i.e. pick up/drop off or kiss and fly). It is thought that the latter type of travel, which is not a sustainable form of transport, makes up a significant proportion of the total. Future surveys will incorporate this distinction since the ASAS seeks to reduce PU/DO trips because they:
Involve double vehicular trips Provide no revenue for the Airport to reinvest in ASAS measures Discourage public transport usage The vehicle is never ‘off the road’ to enable a reduction in overall usage
Traffic 14.3.4 Traffic surveys undertaken in the vicinity of around Newquay Cornwall Airport indicate that traffic on the surrounding road network in August is double the amount in January, with Saturdays the busiest days in summer. Of course, this traffic can also be associated with local tourism and leisure pursuits, which could explain another trend where weekday peaks in the traffic occurring between 17:00 and 18:00, when tourists returning to their accommodation coincides with the work peak.
Public Transport 14.3.5 Travel by public transport to the Airport currently comprises almost 4% of all journeys, with two buses per hour serving the airport. Whilst this sounds a low figure, it is a high proportion for a small regional airport (without a direct rail connection) with the current passenger throughput. This is reflective of the ‘inbound’ predominance of trips at the Airport.
14.3.6 A map of existing routes and frequency is shown in Figure 14.1. The A3059, on the south side of the airfield is served by four buses per hour, based on the current time table.
Newquay Cornwall Airport 14.3 Masterplan June 2009 2008-2030 14
Figure 14.1: Existing Bus Routes and Frequency
Walking and Cycling 14.3.7 Pedestrian routes on site are considered adequate, with footway provision along the perimeter of the terminal building giving access to and from the car parks, taxi area and bus stop. The temporary footbath to the long-stay car park in the former works compound is to be upgraded in 2009, including resurfacing and improved lighting.
14.3.8 Outside of the vicinity of the airport terminal and through the car parks, pedestrian provision is poor, with limited footpaths and footways but this is due to the rural nature of the surrounding roads network, which are typical ‘country lanes’ often less than 6 metres in width and bounded by hedgerows and arable land. This factor is also responsible for the lack of cycle routes within the close proximity of the airport.
14.4 Impact of Terminal Development
14.4.1 The two phase terminal development for passenger growth set out in Chapter 10 has been reviewed for its potential surface impact.
Phase 1: North Side Development 14.4.2 There are no off-site traffic capacity constraints relating to Phase 1, with the terminal in its current location serving up to 840,000 passengers per annum. However, the access for pedestrians and cyclists would remain difficult and ‘remote’. The ‘remote’ location will also limit the potential for introducing additional bus services, since any such buses would need to be totally new and not a re-routing of existing services.
14.4.3 The opportunity for introducing more scheduled bus services is less for Phase 1 than for the subsequent Phase 2 development (located on the South Side of the airfield) and therefore the passenger Modal Shift target towards public transport set out in the ASAS, is lower initially, while the terminal remains on the north side of the airfield than after the new terminal is build a part of Phase 2.
Masterplan 14.4 Newquay Cornwall Airport 2008-2030 June 2009 14
14.4.4 Access arrangements are somewhat confusing, with two separate car parks, with one reached only by driving through the forecourt area, which is shared with buses, taxis and the pick-up/drop-off area.
14.4.5 While pick-up/drop-off is very convenient with the existing layout, it is not consistent with the objective of reducing the amount of this passenger mode of travel. Bus and taxi accessibility is very good, being immediately outside the Terminal doorways.
14.4.6 Within Phase 1, there are two feasible alternative routes between the terminal and Newquay, the predominant origin/destination route for Airport and employment-related trips. To the north, there is the B3275 route along the coast, on low class category roads, whilst to the south is the longer route via the A3059. The latter one, however, is the more appropriate for increasing traffic demand.
14.4.7 Traffic counts undertaken at the existing access junctions suggest that currently the directional split is approximately equal, meaning that the routing between the Airport and Newquay is predominantly via the more difficult coast road.
14.4.8 In order to cater for a throughput up to around 0.84 mppa, beyond the existing consent which can accommodate around 0.7 mppa, an additional area of car parking covering approximately 0.5ha (1.2 acres) would be needed. This parking provision comes from the Car Parking Strategy which is appended to the ASAS and reflects its challenging modal shift targets.
Phase 2: South Side Integrated Complex
14.4.9 Phase 2 provides for a new terminal location on the southern side of the runway, creating the opportunity for an optimum accessibility layout with the following key principles and objectives:
A public transport interchange immediately outside the terminal doorways, with no penetration by other vehicles No pick-up/drop-off facilities immediately outside the terminal Convenient pedestrian and cyclist route serving the terminal and Airport administration building, and penetrating through the associated areas Taxi and coach pick-up/drop-off areas close to the terminal with remote holding areas Car parking sufficiently close to the terminal so as not to warrant any shuttle bus services
14.4.10 As access to the south side site is off the A3059, there is the much greater potential to introduce additional scheduled bus services to serve the terminal due to the proximity of four existing routes already passing the SAR access. The
Newquay Cornwall Airport 14.5 Masterplan June 2009 2008-2030 14
potential will be further improved by the large increase in catchment patronage that would be generated by the adjacent development areas (described in Chapters 8 and 9).
14.4.11 The location of the access to Phase 2 development, off the A3059, also has traffic routing and signage benefits, compared to the potential seen in remaining on the north side in Phase 1.
14.4.12 With Phase 2, the following amount of ‘floorspace’ is required for Airport car parking, (passengers, employees and hire cars) is shown in Table 14.1 below. “Base” refers to the base case passenger growth whilst “High” is the maximum passenger growth expected, as set out in Chapter 6.
Table 14.1: Area Required for Airport Car Parking Car Parking Area
Base High Current 2.8 ha - 2015 2.3 ha 3.8 ha 2020 3.6 ha 4.0 ha 2030 4.1 ha 5.1 ha
14.4.13 If the Transition compound area, which will become the long-stay parking area for the existing terminal under its existing approval, is maintained for ‘remote’ parking once the terminal is relocated to the south side in Phase 2, then the above parking floor space requirements reduce by around 1.5ha (3.7 acres), assuming no use of land currently with buildings on, or the generator area.
14.5 Future South Side Access – Southern Access Route
14.5.1 The transfer of the MoD buildings adjacent to the runway on the south side of the Airport marks the start of the South Side works project. The first phase of the South Side work programme will be the construction of a new Airport road off the A3059 to access the site. This is referred to as the Southern Access Route (SAR) and is required to maintain access to this part of the airfield due to the severance of the MoD-maintained road that currently serves this purpose. A planning application for the SAR has been submitted in 2009, with a view to construction being completed in 2010.
14.5.2 The role of the SAR will increase over time, with additional functions being phased in:
Providing access to the relocated, long-term Terminal solution and associated infrastructure Providing access for the South Side development area
Masterplan 14.6 Newquay Cornwall Airport 2008-2030 June 2009 14
14.5.3 The initial capacity of the SAR junction on the A3059 will not be sufficient for the combination of all its intended functions and a roundabout will be required at an appropriate time in the future, depending on the rates of development of each component and the degree of ‘modal shift’ that can be achieved at each component.
14.5.4 The design of the Southern Access Route (SAR) will take account of the requirement to provide a spur at an appropriate time to serve the retained MoD estate on the south side of the Airport. Design solutions have been considered to ensure that the SAR can have capacity to serve existing levels of development for the retained estate. The timing and implementation of the agreed options will be subject of future planning applications linked to the development of the retained estate.
14.5.5 The design of the planning application has been ‘future proofed’ to enable efficient conversion from T-junction to roundabout. This means that the deflections needed on the A3059 to facilitate a roundabout in the future will be built as extensively as possible when the ‘T’ junction with central turning island is built, in order to minimise the work needed on the A3059 when construction of a roundabout is undertaken. Also future proofed is the upgrading of the SAR to a dual carriageway, including the appropriate designs of the internal access points along it.
14.5.6 The SAR will also be designed to include a segregated pedestrian/cycle track along one side of it, and with appropriate crossing facilities on the key desire lines for ‘internal’ movements. Similarly, bus stops will be located along it to serve the adjacent development areas.
14.5.7 There are a number of options available for the alignment of the SAR which will be reviewed as the details of the South Side development areas are progressed.
14.6 Traffic Impact
14.6.1 A traffic impact assessment have been carried out at a level of detail appropriate to the strategic planning framework set out by this Masterplan. More in depth assessments will be developed and submitted with each individual project planning application.
14.6.2 There is one junction along the A3059 route to Newquay route that is likely to require improvement as part of Phase 2 development. This is the junction with the A3058, where Rialton Road, Quintrell Road and Henver Road meet. This junction, however, will be heavily affected by the proposals for the adjacent Newquay Growth Area should they come to fruition. It is therefore inappropriate to examine, at this stage, the isolated impact of the Airport’s Masterplan. The Local Highway Authority will need to consider a comprehensive assessment of this junction and agree some apportioning of the joint impact mitigation.
Newquay Cornwall Airport 14.7 Masterplan June 2009 2008-2030 14
14.6.3 The proposed Growth Area will not generate a substantial amount of traffic onto the A3059 passing the SAR junction, since its main route to the east will be via the A392-A39 to the A30(T). The development of the Growth Area and the EU Convergence led strategic investment framework for Newquay are expected to lead to the introduction of some bus priority measures on the eastern side of Newquay, which should benefit the Airport’s general public transport accessibility and help achieve the challenging modal split targets.
14.6.4 The route between either phase of the Airport’s terminal development and the A30(T) is via the A3059 and A39. The A30(T) has now been dualled and the Highways Agency, the highway authority for this trunk road, has indicated in correspondence in 2008 that it “did not consider that the expansion of the Airport would have a significant impact on the safe and efficient operation of the Strategic Road Network, (SRN)”.
14.6.5 The junction of the A39 with the A392 at Halloun, near Indian Queens is the other junction common to both the plans for the Airport’s expansion and the development proposals in Newquay. This junction combines the two routes onto the A39 for the short distance before reaching the A30 at the Highgate interchange to the south-east. This junction will again need future consideration by the Local Highway Authority and an apportionment of any required mitigation measures.
14.6.6 No other junctions are expected to have impact warranting mitigation improvement works caused by the Masterplan proposals, but this will be quantified in due course through the planning application(s) for the Masterplan’s components.
14.6.7 Only one link in the local road network (separating ‘links’ from the junctions between them), has the realistic potential to become ‘overloaded’. This is the A3059, particularly to the west of the SAR access junction.
14.6.8 This potential consequence is not a function of the forecast expansion of the terminal and associated passenger throughput but rather would be caused by the associated non-Airport development proposals. These would typically have a much ‘peakier’ pattern of daily traffic generation, whereas the Airport’s traffic patterns will be much more evenly spread over the day, resulting in lower demand to capacity ratios, or stress levels on the road network.
14.6.9 Assuming all the development proposals and possibilities are fulfilled by the first Masterplan horizon of 2015, then the combination of these with the Airport’s forecast growth would take the usage of the A3059 to around its capacity. The further, post-2015, growth of the Airport would then be very dependent on ensuring the maximum modal shift away from unnecessary car usage. The crucial importance of maximising the modal shift for journeys between the Airport area, all development sites, and Newquay is very apparent.
14.6.10 Clearly, the actual rate of delivery, and take up, of the development areas, and the actual type(s) of development area, will be relevant to the above conclusions. Similarly, the greater the modal shift that can be achieved for journeys associated with the development areas, the longer away is the horizon before the roads capacity might be reached.
14.6.11 It is therefore imperative that the development areas have rigorous and effective Travel Plans in place, including parking restraint, linked into the Airport’s ASAS. One element of this, which would apply to both the Airport and the development areas, would be to control any shift working times so as not to be
Masterplan 14.8 Newquay Cornwall Airport 2008-2030 June 2009 14 coincident with the general peak times on the road network. The Airport’s objective of minimising air passenger pick-up/drop-off trips for sustainable travel reasons, would also benefit this potential A3059 capacity issue.
14.7 Airport Surface Access Strategy
14.7.1 At this stage in the process of developing proposals for the Airport’s future growth and commercialisation, a full transport assessment would not be appropriate; this will be undertaken once there are detailed development proposals to consider. However, as can be seen from the above assessment, sufficient outline traffic impact analysis has been undertaken for the Masterplan to be confident that the plans and proposals can be accommodated on the local and national road networks. Still, the challenge will be to achieve a modal shift in the way that surface access to the Airport takes place in the future
14.7.2 A draft Airport Access Strategy (ASAS) has been prepared and forms an Annex to the Masterplan document. The ASAS has been written with challenging targets to improve public transport mode share up to 2030.
14.7.3 The ASAS will be regularly monitored and reviewed in conjunction with the Air Transport Forum, which will be established as a sub committee of the Airport Consultative Forum.
Newquay Cornwall Airport 14.9 Masterplan June 2009 2008-2030 Chapter 15: Carbon Impact Assessment
15
15.0 Carbon Impact Assessment
In this Chapter:
The context for aviation emissions from flights to and from Cornwall, relative to the South West region and the UK nationally Future carbon emissions from passenger and flight expansion at Newquay Cornwall Airport A modal comparison for flying versus driving, specific to travel to and from Cornwall
15.1 Introduction
15.1.1 Aviation’s contribution to climate change is an issue that the aviation industry generally, and Newquay Cornwall Airport specifically, is taking very seriously, even though in overall terms the sector’s share of total emissions is relatively small. The Stern Report1 estimates that aviation currently contributes 1.6% of global emissions and that it will remain less than 5% by 2050. Newquay Cornwall Airport’s contribution to current Cornish emissions is around 0.8%.
15.1.2 The UK has long been a leader in the industry and has one of the best developed domestic and international air services networks in Europe; aviation accounts for 1.6% of total UK emissions for domestic flights and 6.3% of UK emissions if international services that lie outside of the scope of the current Kyoto Agreement are included. The Government has estimated that if the UK meets its Kyoto target of a 80% reduction in carbon emissions by 2050 set in the Climate Change Act 2008 and this target is amended to include international aviation2 and aviation grows in line with DfT projections without any significant advances in technology to reduce aircraft emissions, the aviation sector will contribute 50% of total UK emissions in 20503.
15.1.3 The Stern report explicitly recognised that transport, and aviation in particular, is likely to be amongst the last of the major economic sectors to see significant emissions reductions and therefore recommends a focus on emissions trading to incentivise the sector to mange its emissions carefully and to develop new technology to bring about long-term change. The Royal Aeronautical Society’s report “Greener by Design”4 sets out the range of technological innovations over the next 40 years
1 Stern Review on the Economics of Climate Change (2007): Cambridge University Press. 2 Emissions from international shipping and aviation are not currently included in the UK’s carbon budgets or in the 80% reduction target. If these are later included, there is provision in the Act to amend to 2050 target or baseline year. 3 Newquay Cornwall Airport to 2030: Carbon Impact Study (2008), Entec. 4 Royal Aeronautical Society: www.greenerbydesign.org.uk (04.11.08).
Newquay Cornwall Airport 15.1 Masterplan June 2009 2008-2030 15
which it believes will enable emissions to stay constant while aviation continues to grow. There is also now significant research activity beginning into alternative fuels (e.g. the Omega programme and Virgin sponsored initiative on bio-fuels), which it is believed will eventually lead to the introduction of low-emissions fuels. Sustainable Aviation have recently published a report mapping the industry’s CO2 5 emissions to 2050 . This concludes that using these measures, CO2 emissions from UK aviation can be curbed to below 2000 levels – even with a forecast trebling in passenger growth.
15.1.4 In the interim, the focus for small regional airports such as Newquay Cornwall Airport is on managing its own greenhouse emissions responsibly and pro-actively, and in setting a good example for other similar airports around Europe and beyond to follow. This is a key focus for the Airport’s plans to develop sustainably, a primary objective under-pinning all elements of this Masterplan.
15.1.5 In addition to managing those emissions the Airport can control, it has a role in influencing its partner organisations to manage and, where possible, reduce their emissions. The Airport has already started to deliver on this agenda by purchasing electric ramp vehicles, appointing a bio-diesel taxi operator, BioTravel, to provide the Airport’s taxi service and purchasing 15% of its electricity supply from clean energy sources. A comprehensive review of the Airport’s energy use is currently being undertaken to inform future investment in energy saving initiatives and the potential for investment in renewable energy is being actively examined.
15.1.6 As part of its overall responsibilities for delivering emission reductions in Cornwall, carbon emissions arising from the Airport is an issue which the County Council takes seriously. It has commissioned the most comprehensive Carbon Impact study of any UK airport (published as an Annex to the consultation draft of this Masterplan) with the aim of:
Estimating both current and potential future emissions generated by airport operations, surface access to the airport and aircraft using the airport Comparing emissions by different modes of transport on city pairs to Newquay Examining options for managing emissions or offsetting them in an effective way6
5 Sustainable Aviation CO2 Roadmap (2008), Sustainable Aviation. 6 Newquay Cornwall Airport to 2030: Carbon Impact Study (2008), Entec.
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15.2 Estimates of Carbon Emissions7
15.2.1 The Council’s clear ambition as set out in Chapter 5 is for the Airport to be carbon neutral in terms of its terminal and airfield operations by 2015 and in terms of surface access by 2030 or earlier. Aircraft emissions themselves will be tackled at a national, European and international level and it would be inappropriate for the Council or the Airport to duplicate these measures by imposing further cost burdens on passengers. However, the Airport will offer the opportunity to those passengers that wish to offset their emissions through an accurate carbon calculator on its website and a choice of funds from recognised providers to direct their offset contributions.
15.2.2 The Council supports the principle that aviation should cover the external costs of its carbon emissions and the inclusion of aviation in the EU Emissions Trading Scheme (ETS) as a first step towards adopting a global approach as recommended by Stern. However, as shown in Figure 15.1 below, flights to Newquay are currently being taxed three to four times more than the shadow price of the carbon they actually produce through Airport Passenger Duty. The Airport will lobby to ensure that is not disadvantaged by unfair and poorly designed fiscal schemes primarily focussed on larger airports which generate the vast majority of the UK’s carbon emissions.
Figure 15.1: Comparison of External Costs per Passenger for Air Services from Newquay Cornwall Airport vs Airport Passenger Duty
15.2.3 The binding targets set at UK and European level to deliver a reduction in carbon emissions to mitigate the effects of climate change focus solely on CO2. Other greenhouse gases are undoubtedly important, however, these are not currently included in policies such as the EU ETS or the Climate Change Act as it would be inequitable to include the non-CO2 effects for aviation emissions and not those from other sectors. Furthermore, a simple multiplier to account for the the
7 Newquay Cornwall Airport to 2030: Carbon Impact Study (2008), Entec.
Newquay Cornwall Airport 15.3 Masterplan June 2009 2008-2030 15
difference in the warming potential, or so-called radiative forcing (RF) effects, could not take account of the differences in timescales these greenhouse gases remain in the air8. A discussion of the effects of radiative forcing is included in the Carbon Impact Study, but in line with current policies, the summer of carbon impacts presented in this chapter focuses on CO2 alone.
15.2.4 Total carbon emissions from RAF St. Mawgan and Newquay Cornwall Airport in 2007 were estimated to be around 34,000 tonnes of CO2 per annum. This includes 19,000 tonnes of CO2 from military flights. The emissions from commercial flights were around 14,000 tonnes, just over 300 tonnes for electricity and gas oil and a further 1,200 tonnes of CO2 from people travelling to and from the airport.
15.2.5 To give an idea of the relatively small contribution the Airport and its flights make to the overall carbon emissions in Cornwall, total emissions from airport operations, surface access to the airport and commercial flights from the airport make up just 0.8% Cornwall’s 20049 carbon footprint, compared to 1.2% of those from road transport in Cornwall. In a broader context, the total emissions from airport operations, surface access and commercial flights make up 0.08% of the 2003 total for the South West and 0.09% of UK 2005 aviation emissions.
15.2.6 When RAF St. Mawgan ceased operational flights at the end of November 2008, a significant source of emissions will no longer count towards Cornwall’s, and the Airport’s, carbon account, but it will be displaced10. Indeed, the Carbon Impact Study estimates that even with a period of relatively rapid commercial airline growth over the next five to seven years, carbon emissions associated with the airfield would take until 2015 to again reach 2008 levels, as shown in Figure 15.2.
8 Whilst CO2 emitted from aircraft have RF effects over 10-300 years, most other aircraft related climate effects last over timescales of approximately 10 days. Methane reduction and the associated indirect reductive effect on ozone are the only other effects with an appreciable timescale, of around 10 years. 9 2007 carbon emissions from the Airport are compared with the latest available at the time of preparing the Carbon Impact Study. 10 The Council acknowledges that this is a displacement of emissions to elsewhere in the UK, but the relocation of military activities from RAF St. Mawgan will reduce emissions from Cornwall and the South West region.
Masterplan 15.4 Newquay Cornwall Airport 2008-2030 June 2009 15
Figure 15.2: Forecast CO2 Emissions from Aircraft Movements
15.2.7 Under the Base Case growth scenario set out in Chapter 6, emissions are expected to have grown to around 44,000 tonnes by 2030. This figure does not take account of emissions saved from long surface journeys to alternative airports that will no longer be required as the route network from Newquay Cornwall Airport expands and takes into account the fact that inbound passengers use cars far less while they are in Cornwall. This is a relatively modest growth of 12.6% in emissions from aviation in Cornwall while providing a trebling of passenger volume.
15.2.8 Even if Cornwall achieve Kyoto targets of 80% savings in carbon emissions in line with current Government objectives, the Airport (including operations and flights) will only be contributing about 5% of the County’s total. Finally, in the event that outturn passenger throughput is closer to the low growth or constrained growth scenarios, the Airport would expect to see relatively little or no growth in overall emissions compared with today.
15.3 Modal Comparisons11
15.3.1 The Carbon Impact Study also provides objective evidence that the environmental impact of parties of one or two passengers flying into the County is, in fact no worse than travelling by train or car. This evidence is based on data that is specific to the travel habits of people travelling to and from Cornwall and the transport serving the region assessed using recognised approaches. Some of the results comparing carbon emissions per passenger kilometre are set out in Tables 15.3 and 15.4 below.
11 Newquay Cornwall Airport to 2030: Carbon Impact Study (2008), Entec.
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Figure 15.3: CO2 Emission Comparison for Single Passenger Journeys to Cornwall
Figure 15.4: CO2 Emission Comparison Journeys by Parties of Two Passengers to Cornwall
15.3.2 These results may not be what is expected, but Newquay Cornwall Airport is an unusual case for a variety of reasons:
Diesel rolling stock is used by Great Western Mainline and in the latter part of their journey to Cornwall trains have relatively low occupancies, increasing the proportional emissions per passenger Most flights to Newquay operate below the 9,000m (29,500ft) threshold above which radiative forcing effects are significant
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15.3.3 Effectively, there are no material adverse effects of passengers travelling in parties of up to two flying from Newquay. For those in parties of three to four, emissions per passenger kilometre would be lower by other modes, but this size of party make up only 15% of Newquay passengers, as shown in Figure 15.5 below.
Figure 15.5: Average Size of Parties Using Air Transport to Visit Cornwall
15.4 Mitigation
15.4.1 Of the totals set out above, the Airport’s contribution in 2030, including surface access, is expected to be around 7,500 tonnes; a range of measures to reduce this will be considered and these are set out in Chapter 17.
15.4.2 Consequently, Newquay Cornwall Airport and the Council believe that the growth of the Airport, under the growth scenarios set out in Chapter 6, does not conflict with the current national and international policies on climate change. The Airport is committed to proactively managing its carbon emissions and working with its partners to bring about further reductions in emissions associated with airport operations where possible.
Newquay Cornwall Airport 15.7 Masterplan June 2009 2008-2030
Chapter 16: Environmental Appraisal
16
16.0 Environmental Appraisal
In this Chapter:
Evaluation of terminal development Phase 1 and Phase 2 as presented in Chapter 10, against environmental criteria
16.1 Introduction
16.1.1 This section highlights the key output from the environmental appraisal undertaken on the Airport development plans taken forward for further examination. Its aim is to flag potentially significant environmental impacts associated with the proposals at an early stage so that they can either be designed out as plans for each project created by the Masterplan are detailed or any adverse effects mitigated.
16.1.2 Environmental appraisals are a key tool to identify potential site specific environmental issues associated with the development proposals for the Airport. The appraisal will also help to enhance the potential to realise environmental gains and to develop opportunities for ongoing management of any impacts.
16.1.3 The Airport has already shown, through its provision of Cornish stone walls, bat roosts and badger setts, that it is committed to meeting high design standards, reflecting the local landscape and ecology. That commitment remains, and as planning applications are brought forward, further enhancement schemes will be introduced provided they are compatible with the aerodrome habitat management scheme.
16.1.4 The environmental appraisal assesses the potential effects on the environment of Airport Masterplan phased development as set out in Chapter 10, namely, Phase 1 (North Side Development and Phase 2 (South Side Integrated Complex).
16.1.5 It also highlights any material potential issues associated with the High Growth scenario, as set out in Chapter 6. The appraisal and the development of the Masterplan and the associated consultation issues should also be recognised as a component of an Environmental Impact Assessment (EIA) that will lead to the preparation of an Environmental Statement (ES) to support any planning application(s) for the longer term (post-2012) development of the Airport. In this way, the exploration of alternatives and options and likely effects, as part of the masterplanning process, accords with statutory requirements for preparing an Environmental Statement under the Town and Country Planning (Environmental Impact Assessment) (England and Wales) Regulations 1999.
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16.2 Air Quality
16.2.1 The existing background air quality at Newquay Cornwall Airport is very good and Restormel Borough Council has not declared any Air Quality Management Areas in the district and has not identified any air quality issues that specifically relate to the Airport or RAF St. Mawgan. It is unlikely that thresholds identified by the Local Air Quality Management Guidance1 for requiring an assessment of the air quality effects airports will be exceeded at Newquay Cornwall Airport.
16.2.2 For the initial development outlined in Phase 1, the main changes will be additional emissions from apron and car park extensions in the vicinity of Carloggas village, located to the north of the existing airport terminal, and an increase in road traffic emissions on the road network past properties in the village.
16.2.3 For the development on the southern side of the airfield proposed in Phase 2, there are fewer residential properties compared to the north side and therefore few receptors exposed to airport related and road traffic emissions.
16.3 Climate Change
16.3.1 CO2 emissions from Newquay Cornwall Airport are examined in detail in the Carbon Impact Study Annex to this Masterplan and summarised in Chapter 15. The predicted emissions in that chapter rely upon base case forecasts. Under the high growth scenario CO2 would increase by around 20-25% relative to the base case. In the low growth scenario they would be 30–40% lower. They currently make up 0.09% of the whole aviation total (corresponding to 0.16% of the total UK air passengers), 0.8% of Cornwall’s carbon footprint although this figure includes military flights which make up 55% of total CO2 and these emissions will be lost from 2008 onwards and 0.08% of total emissions from the South West Region.
16.3.2 By 2030, with the south side development of the airport and cessation of military activity, total emissions are forecast to increase to the equivalent of 2 60,000 tonnes CO2 (including radiative forcing (RF)), net 44,000 tonnes if RF and savings from reducing long car journeys and visitors driving in Cornwall are taken into account. If Cornwall achieves a reduction in CO2 emissions by 2030 in line with the UK Kyoto commitments to 2.4 million tonnes, the Airport in 2030 would constitute about 2% of overall Cornish emissions.
16.3.3 Comparisons of the per passenger kilometre CO2 emissions from Newquay Cornwall Airport flights with other modes of travel reveal that, overall, air travel is not necessarily the most damaging form of transport, as discussed in Chapter 15. In certain circumstances it is
1 Local Air Quality Management: Policy Guidance (2003), DEFRA. 2 Newquay Cornwall Airport to 2030: Carbon Impact Study (2008), Entec.
Masterplan 16.2 Newquay Cornwall Airport 2008-2030 June 2009 16 potentially the most attractive environmental option, given the remote location of Newquay Cornwall Airport and the far west of Cornwall in relation to the rest of the UK. Newquay Cornwall Airport is essentially a special case in terms of CO2 emissions as journey times from other parts of the UK by road and rail effectively rule out same-day business trips and short-break holidays from locations more distant than 3-4 hours travel time away.
16.4 Noise
16.4.1 RAF St. Mawgan has been operational since the 1940s and since this time, noise associated with aviation related activities has been generated. During recent years, noise from both military and commercial aircraft has contributed to the noise environment experienced by residents of local villages. With the cessation of military flights and improvements in the noise emissions of civilian aircraft, aircraft noise levels are predicted to reduce from current levels. Noise modelling of the 2007 civilian flights has shown that the majority of the 57dB(A) contour which Government policy considers to represent the ‘onset of significant community annoyance’ is within the airfield boundary and may be found in Appendix A4.
* 16.4.2 The 57 dB LAeq, 16h noise contour for all options lies within the boundary of the airfield with only the arrival lobe extending beyond the boundary. Generally the arrival lobe extends only into open countryside or sea with the exception of the Tregaswith Farm area under westerly operations. There are no major residential areas that experience air noise levels in excess of 57 dB LAeq,16h.
16.4.3 As would be expected modelling of aircraft noise for the south side growth shows an increase in noise level area when compared with the baseline contours and under the high growth scenario this could be expected to increase again, but not linearly. The increase in noise levels will be predominantly driven by the increase in the number of narrow body jet aircraft and, when compared with the smaller, quieter turboprops which currently provide a significant proportion of daily movements. Noise levels are predicted to increase by around 3dB(A) higher than 2007 noise levels due to Phase 2 development.
16.4.4 Regarding current operations, the normal departure route for aircraft on easterly tracks is to fly straight until reaching 3,000ft before turning over the A30 to head east. Early turns are permitted for air traffic or weather related reasons and requests must be approved by Newquay air traffic control. The use of this alternate procedure will be monitored as part of the Airport’s Environmental Action Plan and be reported to the Airport Consultative Forum, along with any noise complaints received.
16.5 Transport
16.5.1 Chapter 14 provides a more detailed overview of the key traffic and transport impacts of the Airport development proposals. In addition, the draft Airport Surface Access Strategy (ASAS) is the definitive document providing information on potential impacts measures to proactively manage them. The key impacts are associated with airborne traffic.
* LAeq,16h : Equivalent Continuous Sound Level is a notional steady sound level which would cause the same A-weighted sound energy to be received as that due to the actual and possibly fluctuating sound from 07.00 to 23.00 (day time). It can also be used to related periods of exposure and noise level.
Newquay Cornwall Airport 16.3 Masterplan June 2009 2008-2030 16
16.5.2 The Airport is currently accessed via the C180, a winding country road with a 50mph speed limit between its junction with the A3059 and the Airport. The C180 is generally 6m in width with no footway provision or street lighting along its length and therefore is far from ideal for cyclists or pedestrians.
16.5.3 For the terminal development on the northside (Phase 1), it has been identified that some minor junction improvements along the C180 close to the Airport may be required to ensure the efficient operation of the local highway network in the peak periods. The Tresawle improvements have already introduced an improved junction with the A3059. However, at this stage the provision of cycle ways or pavements is probably impractical.
16.5.4 For the proposed southern airport site set out in Phase 2, the access will be directly from the A3059. The A3059 is predominantly rural in nature and acts as the main vehicular access route to Newquay town centre. The A3059 links with the A39 at St. Columb Major. Located approximately 6.5km (4.0 miles) from the current airport site, travelling south on A39 is the A30(T). The A30(T) is strategic route through Cornwall and it is a dual carriageway road at this point.
16.5.5 The Transport Assessment submitted in support of the planning application for the Interim Development Strategy (IDS) (i.e. with a passenger throughput of 700,000) demonstrated that on the majority of road links the increase in traffic volume is less than 1% during the time periods considered. It concluded that no highway improvements were required to accommodate the proposed expansion and this was confirmed by the Highways Agency (HA).
16.5.6 For development on the south side of the airport, junction improvements and access arrangements are likely to be required to accommodate the airport related development and these are set out in detail in Chapter 14. Further Traffic Assessments (TAs) and traffic modelling will be required to provide more detail to address these issues as part of work supporting future planning applications, but the draft ASAS and Chapter 14 provide an appropriate guidance at this stage. The existing site and a new terminal development on the south side both have good public transport facilities. These therefore represent opportunities for future development and improvement and are highlighted as such in the Mitigation chapter.
16.5.7 The impact to surface access related to the various developments is discussed in greater detail in Chapter 14.
16.6 Biodiversity
16.6.1 Newquay Cornwall Airport is situated on top of a hill that is dominated by the airfield, which consists of typically managed and improved grassland, small pockets of scrub, areas of hardstanding and buildings. The local area is characterised by land used for agriculture. Other relatively extensive habitats include an area of ash-oak woodland, known as Carnanton/Nanskevel Wood
Masterplan 16.4 Newquay Cornwall Airport 2008-2030 June 2009 16
County Wildlife Site (CWS), which extends into the Vale of Mawgan, and a wooded stream corridor to the south of the airfield. The diversity of habitats in the vicinity of the Airport is likely to support a broad range of flora and fauna.
16.6.2 There are no designated sites of nature conservation importance within the boundary of the airfield or MoD estate. The closest statutorily designated site of nature conservation importance is Bedruthan Steps and Park Head Site of Special Scientific Interest (SSSI), some 4.5km (2.8 miles) to the north-west.
16.6.3 Survey work in support of the Masterplan process has identified that the airfield itself consists mainly of short mown improved grassland and hard standings. The grassland is botanically impoverished but is utilised by a moderate population of ground nesting skylarks. The habitat surrounding the airfield, particularly Carnanton Wood to the north and a wooded stream corridor to the south, offer greater opportunities for flora and fauna and are of significant biodiversity value.
16.6.4 The airfield supports three species of roosting bats, including the rare greater and lesser horseshoe species, located in disused buildings on the northern edge of the airfield. In addition, there are a number of active badger setts on the periphery of the airfield boundary and work within the scope of the transition works at the airfield has provided for the development of new badger setts. These have been developed within the airport boundary to ensure that there is suitable alternative habitat for the badgers.
16.6.5 Phase 1 development would take place entirely within the existing airport boundary and will involve the loss of an area of existing hard standing, which is of no ecological value. It is therefore considered that there would not be any direct effects upon biodiversity. Emissions to air (dust, NO2, SO2) are not predicted to approach or exceed Air Quality Standards for the protection of ecosystems.
16.6.6 The main changes on biodiversity will be disturbance and loss of habitat associated with the construction of the new access roads and related infrastructure on the south side of the airfield needed for Phase 2.
16.6.7 It is considered that the potential changes and effects on biodiversity for all options will be broadly similar to the existing, although there would be a greater concentration of effects on the wooded stream corridor for the southern development options, reflecting the concentration of infrastructure development proposed in the south west corner.
16.6.8 The new southern access route would cross the valley resulting in a potential loss of habitat and fragmentation of legally protected species which use the area for roosting, nesting and foraging. The access route has the potential to disrupt the existing hydrological regime of the wet woodland. Mitigation proposed to address any such impacts, and approaches to management operations within the airport boundary are set out in Chapter 17.
16.7 Communities
16.7.1 Newquay Cornwall Airport is located in central northern Cornwall in the Restormel Borough. Within the borough there are large settlements of Newquay and St. Columb Major and smaller local communities including St. Mawgan and Carloggas to the north of the Airport, Trevarrian and Tregurrian to the west, Carnanton and Higher Tolcarne to the east and RAF St. Mawgan, Trebarber, and St. Columb Minor to the south. The local area is also peppered with smaller
Newquay Cornwall Airport 16.5 Masterplan June 2009 2008-2030 16
hamlets, farms and individual dwellings and the area surrounding Newquay Cornwall Airport is predominantly rural in character.
16.7.2 There are approximately 35,200 jobs3 in the borough, of which approximately a third (34%) are within the ‘distribution, hotels and restaurants’ sectors. Tourism related jobs employ around 6,400 people, representing almost a fifth of employment (18%). At least 11 holidays parks/camping and caravanning sites exist with 2km (1.2 miles) of the airfield. Recreational activities in the local area include fishing, water sports (e.g. at Watergate Beach), horse-riding, cycling and walking. There are no Public Rights of Way (PRoW) or recreational activities within the potential development areas.
16.7.3 The North Side development set out in Phase 1 will provide a contribution to the overall County productivity and will have associated direct and indirect effects. The south side development of Phase 2 however offers the potential for significant contribution to the economy and could provide a substantial level of new jobs and training opportunities and add to the economic social benefits arising from the airport. A high growth scenario could enhance these further.
16.7.4 The ways in which some of the economic and social problems that Cornwall currently faces could be improved by the benefits that the airport related development may provide as set out in Chapter 13.
16.8 Cultural Heritage
16.8.1 There are no designated cultural heritage features within the draft Masterplan site. All designated features within 500m (1,640ft) of the study area are listed buildings, of which Carnanton House is listed at Grade II*, with other buildings listed at Grade II. The main concentration of listed buildings (six) lies around Carnanton House. Other listed buildings within the study area lie to the north of the site at Carloggas and St. Mawgan, and to the south (milestones on the A3059) and south west of the site.
16.8.2 There are a number of cultural heritage features within close proximity to the Newquay Cornwall Airport site that suggest possible occupation of the area from the early prehistoric (Mesolithic) period, although with particular potential for the Bronze Age, Iron Age and Medieval periods. With the exception of the site of the cemetery within the airfield south of Carnanton, no archaeological investigation is known to have taken place within the airfield and adjacent areas and the archaeological potential of the site is not known with certainty. Archaeological evaluation (geophysical survey/trial trenching) would establish the nature, extent and importance of undiscovered archaeology within the site. The preservation of identified cultural heritage features can be undertaken during the detailed site design stage.
3 Employee jobs (2004), Annual Business Inquiry Employee Analysis. Employee jobs excludes self employed, government trainees and HM Forces; these are workplace based jobs.
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16.8.3 English Heritage has acknowledged the historic and architectural interest of some RAF buildings and structures at RAF St. Mawgan, in particular some of those dating to the Cold War era.
16.8.4 Phase 1, North Side Development, takes place entirely within the existing airport boundary. They will not involve the loss of any existing buildings and it is considered unlikely that there would be any direct effects on cultural heritage given the disturbance caused by existing development in this area.
16.8.5 No specific effects have been identified as a result of the future development of Phase 2 on the south side of the airport. However, as with any further development on the northern side, there remains the potential to affect as yet unrecorded archaeological remains. The potential for archaeological remains to survive in the general area is suggested by cropmark sites recorded in the wider area. The high growth scenario will have no additional impacts. A Grade II listed milestone (173004) is located immediately to the south of the area earmarked as potential airport associated development on Trevithick Downs. No effect on this has been identified, but any effect would require listed building consent.
16.9 Land Quality
16.9.1 The site is underlain by the sandy shales, slates and bands of sandstone of the Dartmouth Beds. The land to the south and north of the site is predominantly underlain by slates and thin bands of limestone, known as the Meadfoot Beds. The Whipsiderry Beach Regionally Important Geology and Geomorphology Site is present to the west of the airport.
16.9.2 The Environment Agency Groundwater Vulnerability Map of West Cornwall (Sheet 53) indicates that the bedrock underlying the airfield is classified as a Minor Aquifer of Intermediate Leaching Potential, which is likely to represent the Dartmouth Beds. The Meadfoot Beds in the surrounding area are also classified as a Minor Aquifer.
16.9.3 The leaching classification indicates that soils across the majority of the airfield are considered to have moderate ability to attenuate diffuse source pollutants, with small areas categorised as having a high leaching potential which may readily transmit liquid directly to the underlying strata and groundwater.
16.9.4 The site is understood to have operated as RAF St. Mawgan since the 1940’s, and a number of historical land uses have been identified which have the potential to have led to ground and groundwater contamination including the northern tip used for waste disposal, hydrocarbon storage and use, workshops and maintenance, substations and transformers, potential for isolated disposal of luminised radioactive materials and isolated disposal of items of unexploded ordnance.
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16.9.5 Defence Estates (DE) have undertaken a targeted intrusive investigation of the aerodrome which has identified discrete areas of contamination associated mainly with metals, hydrocarbons and ground gas. No widespread contamination has been identified.
16.9.6 The development as part of Phase 1 on the north side of the airfield will take place on areas that are predominantly hardstanding, with limited areas coinciding with grassed landscaping. The site investigation undertaken for Defence Estates indicated a former bulk fuel installation (BFI7) and current fuel bowser storage area, which may have given rise to hydrocarbon contamination. The majority of the area coinciding with the proposed development has not been investigated, although the Council have decommissioned the bulk fuel installation and did not identify significant contamination.
16.9.7 Development on the southern side through Phase 2 would be on areas which are currently a mix of buildings, existing hardstanding, grassed landscaping and agricultural land. The high growth area scenario would not require substantially more land, just part of one car park to be re-developed and consequently any additional impacts are expected to be limited. A targeted site investigation undertaken for Defence Estates (DE) indicated former site uses to include operational and former bulk fuel installations, aircraft maintenance and storage areas, workshops and areas of infilling. The majority of the area coinciding with the proposed development has not been investigated.
16.9.8 The discovery and disturbance of any existing contamination in this area and its accidental spread to the surrounding environment has the potential to affect soil quality, groundwater, surface water, and represents risks to on-site and neighbouring site users. Removal of hardstanding will, in the short term, increase infiltration of rainwater and may mobilise leachable contaminants. Such risks will be managed during any investigation, remediation and construction phases of work. Further site investigation may be required, commensurate with the sensitivity of the proposed development in each area.
16.10 Landscape and Visual Amenity
16.10.1 The airport site is located on a plateau of land at an elevation of 90m (295ft) Above Ordinance Datum (AOD) in the west rising to 120m (394ft) AOD along the eastern boundary. Further, it is located within a gently undulating landscape of valleys and rolling hillsides and elevated plateaus. The land falls away to the north towards a network of valleys including the Vale of Mawgan and towards Porth Reservoir and valley system to the south.
16.10.2 There are no landscape designations that directly affect the site. However, areas to the north and west of the airfield are subject to a series of local and national landscape designations, reflecting the sensitive nature of the setting within which the site lies. Local designations include:
Areas of Great Landscape Value (AGLV) – The Watergate and Lanheme Areas of Great Historic Value (AGHV) – Land above Watergate Bay and Trevelgue Head and Lusty Glaze Conservation areas and their settings – St. Columb Minor, St. Columb Major and St. Mawgan Local historic parks and gardens – Trewan (St. Columb), Carnanton (St. Mawgan) and Nanswhyden (St. Columb)
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Ancient Monuments - A relatively large number of Scheduled Monuments (SM) in the landscape surrounding Newquay Cornwall Airport
16.10.3 Due to local topography and the presence of areas of woodland, views to the airfield are restricted from the largest local settlements (St. Mawgan, St. Columb Major and Newquay). Open views across parts of the airfield can be obtained from the A3059, the road between the A3059 and the B3276, and the B3276 itself. Residents living at Carloggas (to the north of the airfield) and Trevithick Downs (to the south of the airfield) are amongst those to have the shortest views to the airfield. Public Rights of Way (PRoW) are present in the vicinity of Tregurrian (to the east of the airfield), and to the north (in the Vale of Mawgan, and between Newquay Cornwall Airport and the village of St. Mawgan) and the airfield can be seen from them.
16.10.4 Development on the northside as set out in Phase 1, would involve the loss of a small area of grassland, existing hard standing and buildings, as well as the introduction of new built form and ground level parking. These changes would not materially affect the character of the landscape or Watergate and Lanherne AGLV as they are relatively small in scale, low sensitivity elements, and the introduction of buildings and infrastructure of a type that is common throughout the site.
16.10.5 The development proposal associated with southern site Phase 2 would result in the loss of large areas of grassland (amenity and agricultural) to the north of the broad leaved woodland (to be retained), existing hard standings and buildings and adjacent agricultural land. These elements are common through the site and adjacent area and are not considered to be sensitive. The development of the Waterfront and Treloy areas and the construction of new access arrangements on the southside from the A3059, including a bridge structure across the wooded stream corridor would affect the landscape character and views from visual receptors in the south.
16.11 Water
16.11.1 There are a number of surface water features at Newquay Cornwall Airport. These are limited to a small watercourse that rises adjacent to the south-east part of the airfield (SW 879634) and flows along a shallow wooded valley to the south-east. At this location, the watercourse has a number of tributaries associated with the Airport and is spring-fed (rising at SW 868642). This watercourse forms a confluence with the Porth Stream near Newquay and discharges into Porth Beach. Many of the Porth Stream's tributaries are spring- fed. The River Menalhyl flows through the Vale of Mawgan/Lanherne to the north of the airfield.
16.11.2 According to the EA, Porth Stream and the River Menalhyl both have good chemical water quality and both streams are compliant with respect to water quality standards set by the EU Freshwater Fish Directive. Porth Stream is compliant with respect to water quality standards set by the EU
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Surface Water Abstraction Directive. Designated bathing waters are present all along the local coast. The site does not overlay a groundwater Source Protection Zone.
16.11.3 Runoff from hard-standing at the Airport is understood to be directed to interceptor chambers, which are periodically pumped out. On-site temporary storage tanks are in place and these tanks discharge directly to the water courses south of the site. Recharge occurs where run-off collects in soakaways under the site and in areas of grass-covered ground between the hard-standing. The current foul water drainage system either connects to the Sewage Treatment Works at St. Mawgan or is allowed to discharge into individual septic tanks, the system discharges to a treatment works serving the airport north of the site. Recent additions to the airfield infrastructure including the terminal extension, RFFS, Fire Rig and ATC Tower, have introduced drainage systems in accordance with the requirements of the Environment Agency.
16.11.4 For Phase 1, there will be a small increase in impermeable area, however the surface runoff volumes are not predicted to be excessive. Appropriate mitigation measures will need to be included within the overall design.
16.11.5 There would be an increase in impermeable areas related to Phase 2 development on the south side and therefore the most likely changes would be an increase in surface water run-off due to an increase in impermeable area associated with the development. This would be controlled with Sustainable Drainage Systems (SUDS) incorporated into the design, including attenuation to accommodate the proposed additional increase in impermeable area. The aviation related developments in the Treloy and Waterfront areas will be mainly on existing hardstanding with possible slight increases in impermeable areas. Under the high growth scenario the only material difference would be to slightly increase impermeable areas but that would be limited in terms of impact.
16.11.6 The access route for the South Side developments will require crossing a small spring-fed tributary of the Porth Stream. Any works involving diversion or infilling of a watercourse would need prior land drainage consent from the EA.
Masterplan 16.10 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 17: Mitigation and Management Strategies
17
17.0 Mitigation and Management Strategies
In this Chapter:
A review of the issues and strategies for mitigating and managing the potential impacts of the Airport development on the environment, water and waste, the community and cultural heritage
17.1 Introduction
17.1.1 The sustainable development principles set out in Chapter 5 underpin the need for a commercial airport in Cornwall and the choice of St. Mawgan as the best location. The site specific factors that were used to frame both the range of sites for the development proposals in Chapters 8 and 9 and the phased development for accommodating different levels passenger growth in Chapter 10, all reflected the sustainable approach to development; Chapter 11 summarises the sustainability appraisal of those options.
17.1.2 The purpose of this chapter, therefore, is to describe in generic terms how it is proposed to mitigate impacts associated with the Airport’s development and manage those arising from its current and post development operations.
17.1.3 The Masterplan and its supporting documents, all of which have been the subject of extensive consultation, provide a comprehensive background to subsequent project specific planning applications. To explain how the Council has sought to embed a sustainable approach to development throughout all the relevant stages of planning for the future expansion of commercial and economic activity at the Airport.
17.2 Strategic Documents Environmental Impact Assessment 17.2.1. Under the Town and Country Planning (Environmental Impact Assessment) (England and Wales) Regulations 1999, it is anticipated that some of the detailed development proposals will require an Environmental Impact Assessment be undertaken before planning permission can be granted. This will encompass not only in-depth analysis of the likely significant effects of the proposals but also identification of appropriate measures to avoid, reduce or mitigate such effects. In line with good practice and depending on the scale and nature of the developments being planned, detailed mitigation strategies will, where appropriate, be prepared in consultation with the relevant statutory authorities and set out in the documentation supporting the application(s).
Sustainability and Environmental Management Strategy 17.2.2 For the purpose of this Masterplan, a supporting annex ‘Sustainability and Environmental Management Strategy’ (SEMS) has been drawn up to provide a framework that ensures that the Airport will be developed sustainably and that a high standard of environmental management practice is incorporated into both the day-to-day operations and future planning applications at the Airport.
17.2.3 SEMS is designed to be a living document that will be updated as the Masterplan proposals are taken forward. The preferred development option for
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the Airport as determined following the public consultation, will inform the potential initiatives, selection of key performance indicators and benchmarking protocols in the SEMS.
17.2.4 The SEMS will provide the starting point for preparing a comprehensive Environmental Action Plan (EAP), which will encompass a series of in depth environmental management reviews to evaluate the current strengths and weaknesses of the Airport’s approach to meeting its sustainability aspirations. The reviews of recycling and potential energy savings, which are already underway, will form key inputs to this process.
Carbon Action Plan
17.2.5 As outlined below, increased CO2 emissions from additional air traffic movements is considered as one of the most significant impacts associated with the growth of the airport. Although the absolute and relative scale of the prospective growth is insignificant in a Cornish context, over the period covered by this Masterplan it is anticipated emissions will rise against a backdrop of reductions in other sectors.
17.2.6 The Council, which has a robust approach to addressing climate change, has undertaken a detailed analysis of current and future carbon emissions from the Airport, and like other airport’s in the South West region, will be preparing a Carbon Action Plan to seek to mitigate the Airport’s own emissions and to work with partner airlines to manage theirs.
Airport Surface Access Strategy 17.2.7 The Air Transport White Paper requires all airports over a certain size to produce Airport Surface Access Strategies (ASAS), and this applies to Newquay Cornwall Airport. A draft ASAS for the Airport is provided as one of the supporting documents to this Masterplan. It sets out how the Airport will deliver a sustainable approach to surface access focused on improving accessibility by non- car modes, increasing public transport mode share whilst reducing the proportion of ‘kiss and ride’ journeys and single passenger trips.
17.2.8 Although primarily targeted on the next five years while the Airport is based at its current northern site, the ASAS does recognise the potential for a step change in performance if terminal activities move to the south side. Consequently, it commits the Airport to the kind of ‘challenging’ long-term targets envisaged by the government’s guidance for reducing reliance on car borne journeys to the Airport.
17.3 Carbon Emissions
17.3.1 One aspect of sustainability development which is now frequently highlighted in relation to any proposals for airport growth is CO2 emissions and
Masterplan 17.2 Newquay Cornwall Airport 2008-2030 June 2009 17 their contribution to climate change. Since other potential negative impacts of the proposed South Side development have been appraised as fairly modest, or capable of being mitigated substantively, this particular aspect where there is much misinformation and no easy ‘fixes’ has been subjected to detailed scrutiny. The results are set out in the Carbon Impact Study report summarized in Chapter 15.
17.3.2 The study’s findings are interesting because they show that the Airport does not sit comfortably within the conventional wisdom that the aviation sector is a significant contributor to greenhouse gas emissions. Indeed, in certain circumstances it suggests flying to Cornwall may be relatively carbon efficient compared to other forms of transport. However, the estimates of future emissions provided by the study suggest that carbon emissions from the airport will rise over the next 20 years despite the departure of the RAF. Although the growth is marginal, against a background of reductions in other sectors, it is nevertheless material as airport related emissions increase from 0.8% to over 2.5% of Cornwall’s carbon footprint.
17.3.3 The analysis shows that the vast majority of CO2 emissions associated with the Airport’s growth will continue to be aircraft rather than airport related. The Airport will seek to influence the level of these emissions by offering incentives to airlines flying fuel efficient aircraft – which it already does. But the primary approach to mitigating this source of emissions will be at a national and international level through Government taxation policy and the EU’s Emissions Trading Scheme (ETS). For the emissions over which the airport has direct or indirect influence, Chapter 15 sets out the intention that other aspects of the Airport operations will become carbon neutral over the lifetime of the Masterplan.
Mitigation and Management 17.3.4 The Carbon Impact Study sets out a range of options for realising this ambition. These are currently being evaluated and the preferred approach will be set out in the Airport’s Carbon Action Plan which will provide a response to the study’s findings and define how the Airport will deliver this important mitigation objective.
17.3.5 Initiatives such as:
Targeting a 20% public transport mode split Using electric ramp vehicles where possible and bio-diesel from approved sources for all airfield vehicles where electric is not possible Using bio-diesel or electric ground power units Minimising taxiing times for aircraft
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Introducing continuous decent in discussion with the CAA and our airline partners Investing in smart systems and low energy lighting and purchasing an increasing proportion of external energy supplies from clean sources Seeking to design new buildings across the site and in the associated business park to the highest modern environmental standards including high levels of energy efficiency, using low building embedded energy (carbon) materials, incorporating natural heating and ventilation principles and low energy use equipment, together with solar water heating and possibly photovoltaic cells
17.3.6 In addition, Newquay Cornwall Airport will be investing in renewable energy schemes such as a biomass Combined Heat and Power (CHP) plant to produce renewable electricity for the Airport and for associated commercial/business developments nearby and energy production from wind turbines. Output from these projects is expected to more than cover the forecast electricity demand for the airport and so fully displace associated CO2 emissions, but large turbines or multiple installations may provide a revenue stream to the airport and reduce emissions further.
17.3.7 Finally, any residual carbon footprint from the airport will be addressed through a certified carbon offsetting fund, details of which are set out in the Carbon Impact Study and the Environmental Management Strategy (EMS) which comprise two of the supporting documents to this draft Masterplan.
17.3.8 Regular analysis and review of carbon management and performance will be crucial for the Airport to determine the effectiveness and value of its measures. Measures to assess performance may include but should not be limited to:
Seasonal monitoring of energy supply, source and consumption levels Installation of energy saving measures where appropriate Regular servicing and maintenance of high energy consumption equipment Energy targets usage, quantity of renewables available and utilised Awareness training – workshops, questionnaires
17.4 Air Quality
17.4.1 Air Quality Objectives (AQOs) have been set in UK law for the protection of human health and the local authority has a duty of care to prevent exposure to levels of pollution which may harm the health of those exposed and undertake regular assessments of local air quality. Where the AQOs are expected to be breached, the local authority is required to declare an Air Quality Management Area (AQMA). An AQMA is declared to facilitate an action plan designed to improve air quality to levels below the objective concentrations.
17.4.2 A preliminary study of air quality in the vicinity of the Airport has indicated that it is generally good, with no exceedences of air quality standards in the
Masterplan 17.4 Newquay Cornwall Airport 2008-2030 June 2009 17 locality. Furthermore, the borough of Restormel has not identified any air quality issues that specifically relate to Newquay Cornwall Airport or RAF St. Mawgan1.
17.4.3 Emissions from aircraft on and near to the ground can affect local air quality, primarily through the emission of Nitrogen Oxides (NOx). Guidance to Local Authorities on assessing air quality2 provides criteria by which to judge whether the emissions from aircraft can be significant. In the case of Nitrogen Dioxide, aircraft emissions are not considered likely to significantly affect local air quality unless the total equivalent passenger numbers3 exceeds 5 mppa and where there are residential properties within 1km of the airport boundary.
Mitigation and Management 17.4.4 Monitoring of air quality will use a variety of performance and target measures including public transport use, emission monitoring and customer complaint reports. By regular monitoring and review, the direct and residual effects of the development can be identified and additional mitigation incorporated if necessary.
17.4.5 Appropriate air quality monitoring and mitigation will be an iterative process, requiring review and updating as necessary. Although extensive air quality modelling has been conducted at the airport it is considered to be beneficial to repeat this on a 5 year rolling basis. Air quality measures will be developed in line with the appropriately identified development proposal as the process moves forward. With the existing air quality levels of the local area being recorded as good, there is little to expect this to change. Nevertheless ensuring that during construction periods the appropriate construction air quality measures are carried out, no further action should be required.
17.4.6 The larger footprint of terminal facilities for the south-side options would result in additional heating and power requirements which may increase emissions to air. These impacts can be offset and mitigated by incorporating renewable energy sources such as wind turbines, a Combined Heat and Power (CHP) plant, a district heating system and biomass boiler. In addition, energy conscious principles will be integrated into any designs. Where local energy technologies are employed, these will be designed such that significant effects on local air quality will be avoided.
17.4.7 It is likely that some improvements in engine technology and/or operational procedures, e.g. continuous descent approach, could emerge and reduce fuel consumption by aircraft and, hence, emissions. The fuel efficiency
1 Personal communication [ref RGM/116978] from Graham Martin, Principal Environmental Health Officer). 2 Defra (2003). Local Air Quality Management: Technical Guidance LAQM.TG(03). 3 Based on the annual throughput of passengers and tonnes of freight, where 100,000 tonnes of freight is equivalent to 1 mppa.
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improvement is reported as being approximately a 1.2% improvement year-on- year4.
17.4.8 The estimated impacts on local air quality outlined above do not take into account any specific measures to minimise passenger car trips and therefore are worst-case. Further details of the ASAS are provided in Chapter 14 and above.
17.5 Noise Aircraft Noise 17.5.1 The most important aspect of any appraisal of the noise impact of airport operations is a consideration of the population exposed to levels of noise significantly higher than * 57 dB LAeq,16h , which is taken to provide a good measure for the onset of community annoyance. Above this level, significant impacts can occur which could warrant mitigation measures. The Government’s policy on noise mitigation and compensation was outlined in the Air Transport White Paper5 and suggests mitigation should be provided for properties exposed to 63 dB LAeq,16h or more, particularly where this level of noise occurs at night. Although the number of properties currently exposed to 63 dB LAeq,16h due to activities at Newquay Cornwall Airport is low and is expected to remain low, for the few that are affected, mitigation will be provided through a Sound Insulation Grant Scheme (SIGS). This will be outlined as part of the Blight and Compensation scheme, which the Airport is committed to introduce, as stated in Chapter 18.
17.5.2 The few noise complaints currently received are handled by the RAF, which investigates each incident. Following Transition, the Airport will take over this responsibility and will report such to its Board, the Council and other committees as appropriate. However, it is not the number of complaints that will determine when mitigation is considered or compensation offered, but rather by an assessment made using the objective criteria set out above.
Ground Noise 17.5.3 As a consequence of the anticipated growth in aircraft movements at Newquay Cornwall Airport, ground noise is also expected to increase. This will arise from two principle sources: aircraft with engines running while parked on
4 Department for Transport, Aviation and Global Warming, 2004. * LAeq,16h : Equivalent Continuous Sound Level is a notional steady sound level which would cause the same A-weighted sound energy to be received as that due to the actual and possibly fluctuating sound from 07.00 to 23.00 (day time). It can also be used to related periods of exposure and noise level. 5 ‘The Future of Air Transport’, Department for Transport, (2003), Chapter 3.
Masterplan 17.6 Newquay Cornwall Airport 2008-2030 June 2009 17 stand or while taxiing and from the additional number of car and other road vehicle movements associated with increased passenger volumes.
17.5.4 The former is currently concentrated in the vicinity of the existing terminal and on the northern taxiway. As part of the planning approval for enhanced facilities to allow up to 700,000 passengers to use that terminal, the ground noise associated with increased aircraft movements has already been assessed as acceptable. As the noise appraisal in Chapter 16 describes, the growth in traffic anticipated under the Base Case forecast will further increase movements and see the introduction of larger jet aircraft on some routes. The potential ground noise impacts associated with these developments should be substantially mitigated, however, by moving terminal operations to the south side of the airfield, where the number of properties exposed to ground noise is significantly smaller.
17.5.5 Although the proposed commercial development associated with a new terminal and the Airport Business Park would create new sources of ground noise, these would be generally distant from significant clusters of residential properties. Therefore, as indicated in Chapter 16, the combined ground noise will only increase by greater than 1dB for a small number of isolated properties located closer to these developments. For these properties specific mitigation measures or compensation will need to be considered as part of the detailed design studies for these facilities.
Mitigation and Management 17.5.6 The Airport is required to ensure compliance with a number of regulatory regimes relating to noise. The Government White Paper on the Future of Air Transport states that noise impacts associated with airport development should be limited, and where possible reduced over time. Progressively tighter noise certification standards for aircraft are drawn up by the International Civil Aviation Authority (ICAO) and are incorporated into European and UK legislation. All aircraft failing to meet the noise standards are banned from operating in the EU, with newly certified aircraft having to meet higher noise standards. ICAO requires members to adopt a balanced approach to noise management at airports which includes:
Reduction of noise at source Land-use planning Changes to operational procedures Restrictions on the use of the noisiest aircraft
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17.5.7 The balanced approach has been adopted into UK legislation in Statutory Instrument 2003 No. 1742 the Aerodromes (Noise Restrictions) (Rules and Procedures) Regulations 2003. Newquay Cornwall Airport, in common with all airport operators and despite the relatively small number of properties materially affected, now has a role to play in implementing this approach, particularly in the latter three areas.
17.5.8 The Airport already has in place operational policies relating to aircraft noise, including preferential routes in the Airport’s Manual of Air Traffic Services (MATS) Part II that avoid overflying residential areas. This policy will be kept under review and any new practical measures that can be taken to reduce noise produced by operations or the Airport will, where appropriate, be explored and implemented. In addition, banning of the noisiest aircraft types, restricting operations outside core operating hours and the introduction of continuous decent approaches are among the potential measures available to ensure noise mitigation is in line with best UK practice.
17.5.9 Although, as indicated above, no significant ground noise impacts are expected to arise from the growth of the airport or its associated developments, especially following a move to a terminal site on the south side of the airfield, the Airport will nevertheless implement various measures to reduce noise emissions from Airport sources. For example, the use of Auxiliary Power Units (APUs) on aircraft is minimised and replaced with Ground Power Units (GPUs) where appropriate. However, noise bunds or noise insulation may need to be considered for certain properties.
17.5.10 Proposals to manage the number of passenger car trips to in the Airport are set out in the Airport Surface Access Strategy. This is a living document which will be monitored by the Airport Transport Forum (ATF) and modified as appropriate. This will help to minimise the number of properties affected by noise increases caused by airport related traffic, but if this does occur mitigation measures or compensation will be considered.
17.6 Lighting
17.6.1 Currently, a mixture of lighting infrastructure is present within the Airport. This is a result of the lengthy and complicated heritage of the site from the 1940s to present day including the combination of military and civilian users. The airport has largely been a military operational site for much of its existence, although over the last 20 years it has also provided access to commercial services. With the withdrawal of military operations from St. Mawgan, the infrastructure for both air traffic control and lighting had to be upgraded to Civil Aviation Authority (CAA) criteria. The required works included civil engineering (e.g. runway resurfacing, apron/taxiway widening, runway and taxiway re-profiling), and electrical engineering (e.g. aeronautical ground lighting
Masterplan 17.8 Newquay Cornwall Airport 2008-2030 June 2009 17 and navigational equipment) and other works associated with Instrument Landing Systems (ILS). Aeronautical Ground Lighting (AGL) , upgraded to CAT III on Runway 30 and CAT I on Runway 12, incorporated:
New centre line/edge lighting Reconfiguration of approach lighting to runways New navigational equipment to replace existing military navigation aids
17.6.2 The airport is situated on a large plateau that can be seen from high ground to both the north and south. It is also in close proximity to the settlements of Carloggas and St. Mawgan. Currently, key light emissions are associated with the terminal and associated aprons, airport hangers, car park (on the north side of the airfield) and other operations on the site of the former RAF St. Mawgan (on the southern side of the airfield).
Mitigation and Management 17.6.3 Consideration will be given to the development of a site-wide lighting strategy, based on the good practice principals and design guides currently used at other regional and sub-regional airports. Typically, there are a number of direct indicators that are used to manage and monitor the lighting performance of an airport. These include minimum standards that must be met to comply with CAA regulations and the management and recognition of light spill complaints from local residents. All complaints will need to be recorded and a coordinated approach developed to respond to and assess the validity of complaints.
17.6.4 Within the monitoring of performance it is also be important to ensure that the lights for requiring an appropriate level of airport operation, including non runway related activities, are operating at the appropriate energy efficiency levels and that the management of the timings for lights to be extinguished are appropriate and compliant.
17.7 Surface Access (Transport)
17.7.1 Airports are considered key strategic components of the UK’s transport infrastructure. The Aviation White Paper states that ensuring easy and reliable access for passengers, which minimises environmental, congestion and other local impacts, is a key factor in considering any plans for new airport capacity and all such proposals must include clear strategies on how it will satisfy these criteria. Airports are expected to share the government objective to increase the proportion of passengers travelling to airports via public transport and to demonstrate how they will achieve this within their proposals for increased capacity.
17.7.2 Chapter 14 identified potential traffic impact issues associated with the different airport development options and the potential for certain links to develop high traffic flows relative to capacity in peak hours under the Phase 2 south side development proposals. It also highlighted the need for improved car parking ratios and better public transport to improve accessibility for non-car users.
Mitigation and Management 17.7.3 As indicated in Section 17.2 above, the Airport’s surface access impacts will primarily be addressed and managed through the Airport Surface Access Strategy (ASAS) to which the Council, in line with Government Guidance, is committed. The draft ASAS is a supporting annex to this Masterplan.
Newquay Cornwall Airport 17.9 Masterplan June 2009 2008-2030 17
17.7.4 The ASAS sets “challenging” modal shift targets for a small regional airport without direct rail access, which the Airport Transport Forum (ATF) will be asked to endorse before the ASAS is adopted. The ATF will monitor and review the progress towards meeting the targets in the light of evolving circumstances and influence how any issues identified in future iterations of the strategy are addressed.
17.7.5 Newquay Cornwall Airport is drawing on experience at other airports and there will be separate targets for passengers and employees, as follows:
Passengers, measured by the percentage with “public transport” final mode of travel Employees, measured by the proportion of car drivers (to work) to the total number of employees
17.7.6 These parameters have been chosen since, in each case, they best reflect the objective of reducing car trips to/from the Airport and the most likely ways of achieving this for each category. The proposed targets are set up to 2015, but may need refinement in due course.
17.7.7 The ASAS recognises it is important to define ‘public transport’ in a pragmatic way, having primary regard to the objective of reducing car trips. Newquay Cornwall Airport’s definition therefore includes any vehicle which can carry more than six passengers, (regardless of whether actually being ‘public’, or not), and unless being a shuttle service serving remote airport car parking.
17.7.8 Newquay Cornwall Airport has also developed a Parking Strategy, which is attached as Appendix A to the ASAS. In essence, the Strategy defines the release of additional spaces as the passenger throughput (and hence also number of employees) increases, but, at a gradually reducing ratio of spaces to throughput.
17.7.9 A wide range of potential actions are planned by Newquay Cornwall Airport, in isolation or with partners, which can assist in the delivery of modal shift over time. The following are proposed for consideration in the ASAS:
Taxi Share/Dynamic Car Share Scheme Public Transport Improvements Hotel/Holiday Park Hoppa Service Coach Services Staff Travel Plan Through ticketing
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Introduction of ‘Fly Cycle’ card and linkage to a wider Cycleway network
17.7.10 These proposals are discussed in more detail in Section 11 of the ASAS. The same concepts will be targeted for the non-terminal elements of the South Side development.
17.8 Biodiversity
17.8.1 The potential ecological impacts of the Masterplan proposals described in Chapter 16 could include:
Loss of habitats and species on land required for development Severance or fragmentation of habitats Pollution to adjacent habitats by road run-off Disturbance to roosting and breeding species through lighting and construction
17.8.2 The Airport is committed to ensuring impacts on ecological resources are minimised and managed. To assess the potential for bat roosts and nesting birds, extensive surveys and assessments of buildings and trees were commissioned before demolition and felling commenced for the Transition works. This kind of detailed evaluation will be carried out again for new developments to ensure legislative requirements are met and that appropriate mitigation measures are implemented.
17.8.3 In terms of day-to-day operations, the Airport recently appointed contractors to provide wildlife habitat and bird management services. The primary function of this contract is to ensure the aerodrome’s safety by minimising bird strikes and managing the potential conditions which make these more likely. In this area of the Airport’s activity, safety concerns must override ecological priorities, but the work will be undertaken as sensitively as possible as part of a plan approved by CAA.
Mitigation and Management 17.8.4 As an example of work already completed in this area, with regards the security fencing and fire training rig, these projects were undertaken in such a way as to avoid any negative effects on legally protected species, namely roosting bats and badgers. Two “sangar” storage buildings were significantly enhanced for roosting bats, and retained along with the provision of a new purpose built bat roost to compensate for the loss of a gatehouse building; a new artificial badger sett was also created. In addition, the lighting design and operational timetable for the fire training rig were developed to minimise disturbance to roosting bats in nearby buildings.
17.8.5 Looking to the future, areas of grassland, hedgerows and trees, such as those crossing the South Side Development Zone, provide bird nesting and
Newquay Cornwall Airport 17.11 Masterplan June 2009 2008-2030 17
foraging habitats. In these areas, vegetation will be cleared outside the breeding season wherever possible or supervised by an ecologist to ensure breeding or nesting birds are not disturbed. Within the requirements of the CAA approved airfield operational wildlife and habitat management procedures of airfield areas of grassland that are retained, will be enhanced through average management. Bird nesting boxes will also be provided where appropriate, whilst having due regard to any potential bird strike safety mitigation. Planting will be integrated into all new developments, using native plant species.
17.8.6 Key biodiversity components of the sustainability aspirations during the IDS will include identifying where management operations within the airfield can be altered or modified to create opportunities for biodiversity gain, including, for example the greater horseshoe bat habitat, wet woodland, the linear boundary features such as Cornish banks and farmland bird habitat including song thrush and skylark.
17.8.7 All of these features are present within the airfield boundary and the maintenance and enhancement of these features would make a positive contribution to the implementation of the Cornwall Biodiversity Action Plan (BAP).
17.8.8 The adoption of an airfield wide BAP will identify the obvious and less obvious habitat enhancement and biodiversity gain opportunities across the airfield, in both the construction and operational phases, and draw these together into a coherent set of priorities. The setting of targets within the BAP will enable the biodiversity gain resulting from the development proposals to be measured. The BAP will be an iterative process and will be reviewed and developed as the development of the airfield continues.
17.9 Communities and Social Inclusion
17.9.1 Cornwall has been recognised as a priority growth area within the UK in terms of both its economic base and the need for community improvement. It has high levels of underemployment and low income levels - in 2007, the median gross weekly residence based earnings for all workers in Cornwall and the Isles of Scilly was £384.00 which is significantly lower than the regional (south west) median of £433.40 and the UK median of £459.00. This in part, reflects the structure of the economy, with a significant proportion of employment being in lower added value sectors such as agriculture, mining and tourism6.
17.9.2 Restormel also had a working age resident population of 60,900 in 2007 representing 59.1% of the resident population7. This proportion was similar to the working age population of Cornwall and the Isles of Scilly (58.4%) and the
6 Earnings by Residence (2007) – median earnings for the population living in the area, ONS annual survey of hours and earnings. 7 Working Age Population (2007), ONS Mid-year Population Estimate.
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South West (60.1%). The working age population for all of Great Britain was 62.2%.
17.9.3 The total number of workplace based jobs (in 2006) in Restormel was 37,300 indicating that many residents commute out of the district for employment. It is also noteworthy that the proportion of part-time workers in both Cornwall and the Isles of Scilly and Restormel (40% and 37.6% respectively) is considerably higher than the national level (31.1%). This may be a reflection of the structure of employment and business sectors. Restormel and Cornwall and the Isles of Scilly have a high proportion of workplace jobs in Tourism industry and related sectors - 20% in Restormel (7,500 jobs) and 15% in Cornwall compared with 8.3% across Great Britain, but highlights the importance of the tourist industry in Cornwall, much of which is centred on Newquay and the North Coast of Cornwall8.
Mitigation and Management 17.9.4 The economic and social benefits appraisal in Chapter 13 confirms that the Airport offers significant potential to mitigate some of these wider social and community problems affecting Restormel and more broadly Cornwall. The key to realising this will be to ensure that the preferred development options emerging from this consultation represent the ‘best value to society’ when considering the full range of potential economic, environmental and social effects and thus the most efficient use of public resources.
17.9.5 The South Side development of the Airport will also look for opportunities to meet the needs of all people in existing and future communities, promote physical wellbeing, social cohesion and inclusion where it is possible as well as ensuring there are equal opportunities for all. Meeting this objective will encompass:
Commissioning an audit of community facilities and needs to establish if any can be incorporated within the development proposal Reviewing existing and proposed management and procurement procedures to look for opportunities to maximise the potential opportunities to local population and ensure that they are inclusive
17.9.6 These assessments will be undertaken as part of the preparation of planning applications for the South Side developments.
17.10 Cultural Heritage
17.10.1 The desk top appraisal instigated prior to the preparation of this Masterplan and in conjunction with the Transition works, indicates the potential impact on cultural heritage features from the commercial development of the airfield is likely to be low. However, prehistoric and medieval settlements are known to have existed prior to the airfield development. This historical information therefore offers some potential for the excavation of artefacts of archaeological significance if site works are intrusive. There are areas of undisturbed land included within the development plan areas and consequently the baseline for these sites is currently unknown.
8 Employee jobs (2006), Annual Business Inquiry Employee Analysis. Employee jobs excludes self employed, government trainees and HM Forces. These are workplace based jobs.
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17.10.2 A programme of archaeological works has been undertaken in relation to the initial transition phase of construction associated with the reconfiguration of the airfield to meet civilian standards. This was done in consultation with County Council’s Archaeology Service. Should any of the development areas identified in the Masterplan require archaeological evaluation and mitigation works prior to construction this will be carried out in consultation with the Archaeology Service.
17.10.3 Much of the early post transition work within the Airport is likely to involve the re-use or redevelopment of former RAF airfield buildings and will have limited impact on cultural heritage. However, a photographic and written record will be made in advance of any changes to these buildings or effects on buildings associated with RAF St. Mawgan.
17.10.4 In subsequent phases of development, measures will be put in place to preserve and protect archaeological resources or to record fully the archaeology of the sites affected. A full assessment of the site and any development proposals need to be implemented and managed appropriately to ensure potential adverse impacts remain low. Irreplaceable archaeological features will need to be identified and development processes managed to ensure that they are not destroyed. Appropriate management is therefore essential to ensure that any features excavated survive in good condition.
Mitigation and Management 17.10.5 The foregoing approach requires a management approach to be employed. When considering development where there is a known archaeological history, the focus will be on the potential for artefacts to be excavated during construction. In greenfield areas where any such history is ‘unknown’ but there is good reason to believe artefacts of cultural or heritage significance could be present, the strategy for mitigating the impact of the development plans will be as follows:
Initially a detailed site investigation will be carried out through geophysical survey or other techniques to establish a full baseline for the site and to understand the archaeological potential of undisturbed or ‘greenfield’ land A suitably qualified archaeologist will review all plans particularly those involving a level of intrusion. If intrusion is considered high or there is a high potential for disturbing archaeological features of significance then an archaeologist will remain on site to monitor the development Construction activities need to be carefully managed in sensitive sites with regard to archaeological or cultural features to ensure that no damage occurs Appropriate level of recording will be implemented to ensure features are archived effectively
Masterplan 17.14 Newquay Cornwall Airport 2008-2030 June 2009 17
17.10.6 However, the key consideration in both the interim and long-term development proposals is sensitive design and appropriate measures to ensure that any features are recognised as early as possible in the design and development process in order that measures can be incorporated for their appropriate treatment.
Development proposals will be designed and implemented appropriately to ensure that the cultural and heritage setting of the area is preserved as far as possible, or whenever possible enhanced.
17.11 Management of the Natural and Built Environment
17.11.1 Due to local topography and the presence of areas of woodland, views to the airfield are currently restricted from the largest local settlements (St. Mawgan, St. Columb Major and Newquay). Open views across parts of the airfield can be obtained from the A3059, the road between the A3059 and the B3276, and the B3276 itself. Residents living at Carloggas (to the north of the airfield) and Trevithick Downs (to the south of the airfield) are amongst those to have the shortest views to the airfield. Views can also be obtained from public rights of way in the vicinity of Tregurrian and longer distance views of the airfield can be obtained from the northern ridge of the Vale of Mawgan, within the Areas of Great Landscape Value (AGLV).
17.11.2 There are no landscape designations that directly affect the Airport. However, areas to the north and west of the airfield are subject to a series of local and national landscape designations, reflecting the sensitive nature of the setting within which the site lies. Local designations include:
Areas of Great Landscape Value (AGLV) – The Watergate and Lanheme Areas of Great Historic Value (AGHV) – Land above Watergate Bay and Trevelgue Head and Lusty Glaze Conservation areas and their settings – St. Columb Minor, St. Columb Major and St. Mawgan Local historic parks and gardens – Trewan (St. Columb), Carnanton (St. Mawgan) and Nanswhyden (St. Columb) Ancient Monuments - A relatively large number of Scheduled Monuments in the landscape surrounding RAF St. Mawgan/Newquay Cornwall Airport
Mitigation and Management - Landscape 17.11.3 The potential impacts associated with the development proposals have been assessed and, in general, impacts to the visual and landscape amenity of the area is considered to be low with some beneficial effects identified. To ensure that impacts of the proposed developments remain low, it will be necessary to implement management strategies that work not only to reduce impact of the development but to enhance landscape and visual elements wherever possible. This will form part of the Sustainability and Environmental Management Strategy (SEMS) and Wildlife and Habitat Plan.
Newquay Cornwall Airport 17.15 Masterplan June 2009 2008-2030 17
Mitigation and Management - Buildings 17.11.4 All new buildings should be constructed with an understanding of the local environmental conditions such as wind direction and solar orientation in order to ensure the design responds and makes best use of these environmental assets. A sensitive approach throughout the detailed design to the location/height of buildings/infrastructure, building/infrastructure design and materials, sensitive edge treatment along the northern boundary and site-wide lighting strategy would result in the level of effects being reduced and the development becoming well integrated into the surrounding landscape.
17.11.5 The effects of the proposed development plans are currently considered to have low to no impact on the landscape, visual amenity. To ensure that this is maintained as the Airport continues to grow, it is necessary that performance monitoring is regularly undertaken of residual or additional effects of the development identified and mitigated for as appropriate.
17.12 Water
17.12.1 There are a number of surface water features at Newquay Cornwall Airport, the majority of which are spring fed. Water courses at the airport generally flow away from the site, in line with the topography of the area and ultimately discharge into the Porth stream (south) and River Menalhyl (north). The river Menalhyl flows though the vale of Mawgan/Lanherne and any increase in flow as a result of the airport developments carry with it a risk of flooding to these areas.
17.12.2 On-site temporary storage tanks are in place and these tanks discharge directly to the water courses south of the site. Recharge occurs where run-off collects in soakaways under the site and in areas of grass-covered ground between the hard-standing. The current foul water drainage system either connects to the Sewage Treatment Works at St. Mawgan or is allowed to discharge into individual sceptic tanks, the system discharges to a treatment works serving the airport north of the site.
Mitigation and Management 17.12.3 Potential sources of groundwater contamination, particularly during the construction phases of each of the proposed developments, will be considered together with appropriate working procedures to mitigate or avoid potential impacts. Specific consideration will be given to proposed excavations in relation to ground stability and geological conditions to ensure appropriate measures are incorporated to prevent the creation of a pathway between any contaminants and sensitive hydro-geological receptors, particularly the major aquifer used for public water supply.
17.12.4 Effective water
Masterplan 17.16 Newquay Cornwall Airport 2008-2030 June 2009 17 management is an iterative process requiring updating and improving where necessary. Water efficiency measures will be developed in line with the different development proposals to ensure that sustainable measures are utilised in most appropriate locations.
17.12.5 The adoption of an Integrated Water Management Strategy for the future development of the site would ensure effective sustainable water management across the site. Options may include water neutrality, water harvesting and reuse, an onsite water treatment plant, reed-bed filtration systems and biofilters. Any systems would conform to current best practice and be developed with consideration with other management systems. Within the development itself, the opportunity for minimising water use and introducing technology for the re- cycling of water will be investigated and implemented wherever practicable.
17.13 Waste
17.13.1 There is currently a system of segregation that facilitates limited recycling at the airport. The wastes produced on site can be categorised as General Waste, Cardboard, Paper, Interceptor Waste and Fuel Wastes (including aqueous fuels and contaminated items). The methods of segregation used hitherto by the Airport do not facilitate the clear identification of waste arisings and there is no actual tonnage data for the wastes collected due to the methods of collection. Below is an indication of the waste volume at the airport, based on the full year 2006 volumes:
General Waste (660,000 litres) Cardboard (55,000 litres) Paper (55,000 litres) Interceptor Waste (2,000 litres) Fuel Waste o Aqueous fuel (nil) o Contaminated fuel (1000 litres) International Flight Wastes (nil)
17.13.2 A limiting factor to the improvement of the existing waste management system is the availability of resources to monitor the segregation of waste and availability of space to store waste. There are also issues regarding health and safety, cost and security. These issues will need to be addressed as the system develops to effectively manage the Airport’s aspirations of achieving a 50% reduction in materials sent to landfill sites, within 5 years.
Mitigation and Management 17.13.3 Waste management at the Airport will form part of the Sustainability and Environmental Management Strategy (SEMS), but Site Waste Management Plans (SWMPs) are also required for construction projects with costs of over £250,000 from April 20089. These provide a useful tool in meeting the requirements of sustainable waste management. Once demolition or construction commences at the Airport as a result of implementing the Masterplan proposals, the site will require an SWMP to ensure that the construction waste is managed appropriately. Further to this, Newquay Cornwall Airport will also seek to extend the application of the principles of the SWMP to its on-going ground based operations. The Airport, in conjunction with the lead contractor, will seek to ensure that all
9 Site Waste Management Plans, www.endsreport.com. (11.11.08).
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stakeholders are aware of the plan and their commitment is secured. This will need to be clearly communicated via meetings, notices and there may also be a need for training.
17.13.4 Initiatives will need to follow the principles of the ‘waste management hierarchy’. Minimising the amount of waste produced will be the most sustainable solution to the management of wastes at the Airport. Although it is often difficult to measure the impact of minimisation schemes, the aspiration of minimising waste should be linked to employee awareness programmes which help ensure widespread buy in and that feedback is actioned.
17.13.5 The concept of source segregation is generally accepted as best practice to minimise the scale of the waste which is generated by increasing the volume recycled. The effects of source segregation can be visible within a relatively short period of time and are easily measured. Targets for recycling will be achievable and recognise current performance. Segregation will need to be supported by careful selection of containers, colour coding and capacity for a compound to collate the segregated materials for consolidation. This process will require an efficient transport system to facilitate the consolidation and the choice of local facilities should also be considered within this initiative in close discussion with the Waste Team within the Council.
17.13.6 Consideration will also be given to the items used within the Airport. For example purchasing reusable products or standardising disposable items, whilst considering more sustainable procurement routes can facilitate waste reduction or recycling. Introducing a waste service charge to suppliers within the Airport could reward or penalise the good and bad performers. Additionally the potential to share savings either with concessionaries or suppliers of waste services may help to improve the performance of a waste collection system.
17.14 Construction Effects
17.14.1 During construction there is a risk of dust impacts, with potentially significant dust soiling extending up to 100m from dust raising activities. However any effects will be temporary and relatively short lived, and will only arise during dry weather, with the wind blowing towards a receptor, and at a time when dust is being generated and mitigation measures are not being fully effective. The other key issues are likely to be construction traffic associated with the South Side Development and any noise associated with night working.
Mitigation and Management 17.14.2 The procedures put in place for the Transition project have worked well with few if any complaints arising from the works. A similar approach will be adopted for future construction projects and a specific Construction Code of Practice will be drawn up for the major development schemes on the south side. Where appropriate all new projects, when these are submitted for planning purposes, will be the subject of environmental management plans to enable that any negative impacts from construction activity is minimised.
Masterplan 17.18 Newquay Cornwall Airport 2008-2030 June 2009
Chapter 18: Blight and Compensation
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18.0 Blight and Compensation
In this Chapter:
A description of the steps that will be taken to compensate for any residual impact the development of Newquay Cornwall Airport has on the surrounding area
18.1 Introduction
18.1.1 The strategy adopted within the development of the draft Masterplan to address environmental, property and transport impacts is in three parts:
To seek to minimise adverse impacts throughout the design process as reflected in the consideration of options and application of sustainability appraisal To seek to identify any significant impacts and offer mitigation where it is reasonably practicable and cost effective to do so To address any material residual impacts through a voluntary blight and compensation scheme, offering enhanced provision over and above statutory requirements, but tailored to the specific circumstances of the Airport
18.1.2 Under existing planning law, residential and agricultural owner occupiers directly affected by the Airport’s development plans will have access in due course to statutory blight provisions, when planning permission is granted for the airport development or when the local development framework has been revised to reflect development proposals or upon the publication of the final Masterplan.
18.1.3 In addition, the law provides for compensation in respect of loss of value arising from certain indirect effects of future airport development during construction such as noise or dust (under the Compulsory Purchase Act 1965) and for loss of value one year on from the opening of a new development and arising from its operation (under Part 1 of the Land Compensation act 1973).
18.1.4 This chapter sets out the principles of minimisation, mitigation and compensation, which Newquay Cornwall Airport will adopt to address any significant residual impact of the developments proposed in the Masterplan.
18.2 Property Purchase
18.2.1 The most significant impact of Airport development is where land or property is required for the physical development or to meet safety requirements (e.g. within the 1:10,000 contour for Public Safety Zones (PSZ)). The airport has already acquired all the land it requires to operate the airport, meet CAA requirements and undertake habitat management.
18.2.2 The key acquisition is the purchase of the airfield under a private treaty agreement with Defence Estates following the approval of such an arrangement by the Secretary of State for Defence. Should further land adjacent to the airport be needed which could enhance the economic benefits arising from its commercialisation, the Council will seek to purchase such land or property at appropriate market values.
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18.3 Air and Ground Noise
18.3.1 For people living close to the airport or under the flight paths, noise is the most immediate impact of airport operations. “Air noise” is the noise from aircraft in flight or on the runway during take-off and landing. “Ground noise” is generated by aircraft taxiing, engine testing, the use of equipment such as auxiliary power units, and noise from the terminal and other buildings. The Airport aims, first and foremost, to prevent impacts arising. Where impacts are unavoidable, the Airport intends to seek to mitigate their effects through, for example, airfield layout and the design and location of buildings, by locating engine testing bays associated with maintenance activities as far from residential properties as possible and erecting substantive sound bunds and by using Auxiliary Power Units (APUs).
18.3.2 Currently, the Airport receives very few noise complaints and those that are received, on investigation, usually turn out to be associated with aircraft over-flying or using other airfields. Equally, the preferred option for development relocates activity further away from the nearest residential properties and allows noise amelioration to be incorporated into building design and location.
18.3.3 Nevertheless, the Airport recognises that as its traffic grows, this position could change and therefore it will also introduce a range of noise management measures along the following lines to ensure that any noise impacts on local communities or those on key flight-paths are minimised:
The Airport’s core operating hours for the purposes of scheduling commercial aircraft will remain 06.30-22.30 as now, but a policy will be introduces for exceptions covering the periods of 06.00-6.30 and 22.30-23.30 for aircraft which have been delayed, diverted from their origin or final destination or require earlier or later arrival/departure times With the exception of movements associated with emergency services (such as the Cornwall Air Ambulance or emergency operations) night flights would only be considered if there is a substantive case in terms of economic benefits to Cornwall and if quiet ICAO Annex 16 Chapter 4 compliant aircraft are used The Airport will work with its airline partners to meet the IATA timetable for phase out of ICAO Annex 16 Chapter 3/FAA FAR Part 36 Stage 3 aircraft General aviation, MRO related, training movements and any ad hoc military flying will be restricted to core opening hours and the impact of this kind of traffic will be closely monitored, with further restrictions added should this prove necessary
Masterplan 18.2 Newquay Cornwall Airport 2008-2030 June 2009 18
The great majority of arriving or departing flights from Newquay Cornwall Airport take routings that do not overfly major settlements at flight levels that would normally cause noise disturbance. This will continue to be monitored to track different types of aircraft, with the data published annually and regular reviews of the results with the Airport Consultative Forum and airline partners will take place If, as traffic at the airport builds, there is clear evidence of increased infringements to this informal regime and discussions with the airlines concerned does not rectify the problem, the Airport will consider introducing noise preferential routes and fining airlines which persistently go off-track without good reason. Such fines (if any) to be commuted in their entirety to a community fund The Airport will invest in periodic noise contour modelling and will update its daytime noise contours for 57, 63 and 69 dBA Leq* throughout the life of the draft Masterplan in order to reflect any changes in aircraft types or routing and to determine if any further mitigation measures need to be considered The Airport will carefully monitor any complaints about aircraft noise from the local community and providing feedback to the complainant and the Airport Consultative Committee A report on noise management and impacts will be included in the Airport’s annual report
18.3.4 Any residual significant impacts of airport operations will be addressed as follows:
a) With effect from the date on which Newquay Cornwall Airport takes control of operations it will:
i) offer households subject to high levels of noise (69dBA Leq or more) assistance with the costs of relocating ii) offer acoustic insulation (applied to residential properties) to other noise-sensitive buildings, such as schools and hospitals, exposed to medium to high levels of noise (63dBA Leq or more)
b) To address the impacts of future growth at the Airport, it will:
i) offer to purchase those properties suffering from both a high level of noise (69dBA Leq or more) and a large increase in noise (3dBA Leq or more) ii) offer acoustic insulation to any residential property which suffers from both a medium to high level of noise (63dBA Leq or more) and a large increase in noise (3dBA Leq or more)
Newquay Cornwall Airport 18.3 Masterplan June 2009 2008-2030 18
18.3.5 The Airport will also ensure that future noise contours are disseminated to planning authorities as part of the airport’s safeguarding regime, and we will object to any new development which would be located in the 63dBA contour and will advise that all new residential or holiday properties (including caravans) located within the 57dBA contour should have appropriate acoustic insulation.
18.3.6 The noise contour maps in Appendix A4 indicate that there very few properties that will fall within the 69dBA contour and the Council has been in touch already with the owners of those properties which do or will be adversely affected by ground noise arising from new developments on the south side of the airport. There are also few properties, even by 2030, that would qualify for noise insulation but the airport will consider claims by permanent residential property owners who consider they would be thus affected or can set out a substantive basis for hardship terms.
18.4 Discretionary Purchase Scheme
18.4.1 Newquay Cornwall Airport and the Council envisage the development of the Airport in the way outlined in this draft Masterplan to be an asset to the community, which will not result in any depreciation in the value of nearby residential properties and during the course of the consultation, there were no stakeholder comments or responses to the need for a discretionary purchase scheme. Therefore, claims will be considered solely on a case-by-case basis, in line with guidance in Chapter 12 of the Airport Transport White Paper.
18.5 Residual Impacts Associated with Airport Surface Access
18.5.1 In the short term, while the Airport continues to operate from its current site on the North Side, the Council will give consideration to introduce, pay for and patrol a residents permit parking scheme for Carloggas. Alongside associated physical prevention measures, this scheme will be designed to prevent offsite parking, of which there is considerable evidence, especially during the summer. It will keep under review the possibility of reinstating the 30 mph speed limit past the front of the Airport to meet St. Mawgan Parish Council’s safety concerns.
Masterplan 18.4 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 19: Next Steps
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19.0 Next Steps
In this Chapter:
Details why the Airport consulted on the Masterplan and from whom views were sought Details how to access the consultation responses and analysis
19.1 Purpose of Consultation
19.1.1 Cornwall Council supports a proactive approach to public consultation and the Council’s policies and commitments to consultation are set out in their Consultation Charter and Statement of Community Involvement respectively. The Council endorse pre-application consultation for those issues considered to be “significant” and this commitment extends to the development of this Masterplan as well as any of the major planning applications that may follow as a result. Therefore, a consultation strategy was developed to set out how and when the Newquay Cornwall Airport’s stakeholders could become involved.
19.1.2 Embodied within the commitment by the Council to seek the views of stakeholders in major projects such as the Airport development, is the desire to work with those directly affected by the proposed development and to understand and resolve any potential problems or concerns that consultees may have with the proposals, as well as identify those parts of the Masterplan which have widespread support.
19.1.3 Therefore, a significant effort was made to reach as many of the stakeholders as possible through awareness campaigns which ranged from public exhibitions to individual stakeholder briefings.
19.2 Stakeholders
19.2.1 For the purposes of this consultation, “stakeholders” in the airport project were considered to be any individual, group or business with an interest or opinion of how the development (or lack thereof) would affect them. In general, these include but are not limited to:
Local and other Cornish residents Members/MPs/MEPs/District Councils Statutory agencies Airlines and other aviation users of the airport or organisations that represent them Airport Concessionaires/Customers Airport Consultative Forum Regional partners
Newquay Cornwall Airport 19.1 Masterplan June 2009 2008-2030 19
Business community Cornwall Economic Forum Environmental Groups Any other groups (National Trust, Age Concern, etc.) Focus groups
19.2.2 It should be noted that, as mentioned above, the Council sought to genuinely understand the positive and negative aspects of its proposed Airport development and the programme for consultation was developed to reach as many of these groups and individuals as possible.
19.3 Integration of Responses
19.3.1 Responses to the shortened questionnaires distributed through the website and exhibitions were collated and analysed for trends. Individual written responses to questions posed at the end of each chapter were reviewed and analysed.
19.3.2 A summary document with specific results of the consultation will be published at the same time as the final Masterplan, to highlight the results of the stakeholder consultation and how the draft Masterplan changed as a result.
19.4 Next Steps
19.4.1 The Masterplan and accompanying annexes will be submitted to DfT, local planning authorities and other interested parties. The entire suite of documents will be available for download from the Airport’s website:
www.newquaycornwallairport.com
19.4.2 Printed or CD copies can also be obtained by contacting:
Masterplan Request St. Mawgan House Newquay Cornwall Airport St. Mawgan, Cornwall TR8 4RQ 01637 861369
There may be a charge levied for printed or CD copies of the Masterplan an its annexes, to cover the cost of production.
19.4.3 The Masterplan will be subject to regular monitoring and a formal review occur every five years, unless required earlier due to a significant change in local or regional context, such as the development of Cornwall’s Core Strategy.
Masterplan 19.2 Newquay Cornwall Airport 2008-2030 June 2009 Chapter 20: Abbreviations
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20. Abbreviations
AAP Area Action Plan ADT Airport Development Team AGA Air Routes and Ground Aids AGHI Area of Great Historic Interest AGHV Area of Great Historic Value AGLV Area of Great Landscape Value AIP Aeronautical Information Publication ANSP Air Navigation Service Provider AOD Above Ordinance Datum AONB Area of Outstanding Natural Beauty APD Air Passenger Duty APU Auxiliary Power Unit AQMA Air Quality Management Area AQO Air Quality Objectives ASAS Airport Surface Access Strategy ASDA Accelerate-Stop Distance Available ASR Aerodome Surveillance Radar ATC Air Traffic Control ATE Air Traffic Engineering ATM Air Transport Movement BAP Biodiversity Action Plan CAA Civilian Aviation Authority CAL Cornwall Airport Ltd. CCC Cornwall County Council CHP Combined Head & Power CO2 Carbon Dioxide CPR Camborne, Poole and Redruth cu. ft. Cubic Feet (ft3) CWS County Wildlife Site dB Decibel DE Defence Estates DEFERMO Defence Fire and Response Service, Defence Estates DfT Department for Transport DME Distance Measurement Equipment EA Environmental Assessment EAP Environmental Action Plan EIA Environmental Impact Assessment EiP Examination in Public ES Environmental Statement ETS Emissions Trading Scheme EU European Union FID Flight Information Display FAA Federal Aviation Administration ft Feet FTE Full-time Equivalent ha hectares HA Highways Agency HAS Hardened Aircraft Shelter HGV Heavy Goods Vehicle HMA Housing Market Assessment GA General Aviation GDP Gross Domestic Product GPU Ground Power Unit GTC Ground Transport Centre
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GVA Gross Value Added IATA International Air Transport Association ICAO International Civil Aviation Organisation IDS Interim Development Strategy ILS Instrument Landing System km kilometre LAA Local Area Action Plan LDA Landing Distance Available LDF Local Development Framework LTP Local Transport Plan m metres mppa Millions of passengers per annum M&E Mechanical & Electrical MATS Manual of Air Traffic Services MEP Member of the European Parliament MOD Ministry of Defence MP Member of Parliament MRO Maintenance, Repair & Overhaul NATO North Atlantic Treaty Organisation NDB Non-directional Beacon nm Nautical Mile NOx Nitrogen Oxides NO2 Nitrogen Dioxide OCZ Operational Control Zone OP Operational Programme PRoW Public Right of Way PPG Planning Policy Guide PPS Planning Policy Statement PSZ Public Safety Zone QRA Quick Reaction Alert RAF Royal Air Force RBC Restormel Borough Council RES Regional Economic Strategy RESA Runway End Safety Area RF Radiative Forcing RFA Regional Funding Allocation RFFS Rescue and Fire Fighting Service RHAG Runway Hydraulic Arrester Gear RSS Regional Spatial Strategy RVP Rendez-vous Point SA Sustainability Appraisal SARS Search and Rescue SCA Supplementary Credit Approval SEA Strategic Environmental Assessment SEMS Sustainability and Environmental Management Systems SIGS Sound Insulation Grant Scheme SM Scheduled Monument SO2 Sulphur Dioxide SSSI Special Site of Specific Interest sq.ft. Square Feet (ft2) SUDS Sustainable Drainage Systems SWMP Site Waste Management Plan SWRDA South West Regional Development Agency TA Traffic Assessment TODA Take-off Distance Available TORA Take-off Run Available TUPE Transfer of Undertakings (Protection of Employment)
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UK United Kingdom URC Urban Regeneration Company VDF Very High Frequency Direction Finder VOR Very High Frequency Omni-directional Range WEAF West of England Aerospace Forum
Newquay Cornwall Airport 20.3 Masterplan June 2009 2008-2030 Appendix A1: Airfield and Area Maps
A1
A1.1 Airfield Map
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A1.2 Surrounding Area
Newquay Cornwall Airport A1.2 Masterplan June 2009 2008-2030 Appendix A2: Summary of Planning Policy Statement 1 (PPS1)
A2
A2. Summary of Planning Policy Statement 1 (PPS1): Delivering Sustainable Development
A2.1 Introduction
A2.1.1 Planning Policy Statements (PPS) set out the Government’s national policies on different aspects of land use planning in England. PPS1 sets out the overarching planning policies on the delivery of sustainable development through the planning system.
A2.1.2 Sustainable development is the core principle underpinning the Government’s approach to new development and that of the Airport. At the heart of sustainable development is the simple idea of ensuring a better quality of life for everyone, now and for future generations. A widely used definition was drawn up by the World Commission on Environment and Development in 1987: “development that meets the needs of the present without compromising the ability of future generations to meet their own needs.”
A2.1.3 The Government set out four aims for sustainable development in its 1999 strategy. These are:
Social progress which recognises the needs of everyone Effective protection of the environment The prudent use of natural resources The maintenance of high and stable levels of economic growth and employment
A2.1.4 These aims should be pursued in an integrated way through a sustainable, innovative and productive economy that delivers high levels of employment, and a just society that promotes social inclusion, sustainable communities and personal well being, in ways that protect and enhance the physical environment and optimise resource and energy use.
A2.2 Key Principles
A2.2.1 The following key principles should be applied to ensure that development plans and decisions contribute to the delivery of sustainable development:
Social Cohesion and Inclusion A2.2.2 The Government is committed to developing strong, vibrant and sustainable communities and to promoting community cohesion in both urban and rural areas. This means meeting the diverse needs of all people in existing and future communities, promoting well-being, social cohesion and inclusion and creating equal opportunity for all citizens.
Protection and Enhancement of the Environment A2.2.3 The Government is committed to protecting and enhancing the quality of the natural and historic environment, in both rural and urban areas. Development plans and proposals should wherever possible seek to protect and enhance the quality, character and amenity value of the countryside and urban areas as a whole. A high level of protection should be given to most valued
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townscapes and landscapes, wildlife habitats and natural resources. Those with national and international designations should receive the highest level of protection.
A2.2.4 Planning authorities should seek to enhance the environment as part of development proposals. Significant adverse impacts on the environment should be avoided. Where adverse impacts are unavoidable, planning authorities and developers should consider possible mitigation measures. Where adequate mitigation measures are not possible, compensatory measures may be appropriate.
A2.2.5 Development plan proposals (and in this instance, airport Masterplans) should take account of environmental issues such as:
Mitigation of the effects of, and adaptation to, climate change through the reduction of greenhouse gas emissions and the use of renewable energy; air quality and pollution; land contamination; protection of ground water from contamination; noise; and light pollution The protection of wider country side and the impact of development on landscape quality; conservation and enhancement of wildlife species and habitats ; promotion of biodiversity; conservation of soil quality; the preservation and enhancement of built and archaeological heritage The management of waste
A2.2.6 Other key principles of PSS1 that relate to the promotion of inclusive access to ensure that the diverse needs of people and communities are met and community involvement in decision making achieved include:
1. “Development plans should ensure that sustainable development is pursued in an integrated manner, in line with the principles for sustainable development set out in the UK strategy.
2. Regional planning bodies and local planning authorities should ensure that development plans contribute to global sustainability by addressing the causes and potential impacts of climate change.
3. A spacial planning approach should be at the heart of planning for sustainable development.
4. Planning policies should promote high quality inclusive design in the layout of new developments and individual buildings in terms of function and impact, not just for the short-term but over the lifetime of the development.
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5. Development plans should also contain clear, comprehensive and inclusive access policies – in terms of both location and external physical access.
6. Community involvement is an essential element in delivering sustainable development and creating sustainable and safe communities.”1
A2.2.7 The development of this Masterplan for the Airport has taken account of the principles in PPS1.
Prudent Use of Natural Resources A2.2.8 The prudent use of resources means ensuring that we use them wisely and efficiently, in a way that respects the needs of future generations. This means enabling more sustainable consumption and production, and using non-renewable resources in ways that do not endanger the resource or cause serious damage or pollution. The broad aim should be to ensure that outputs are maximised whilst resources are minimised.
A2.2.9 Local authorities should promote resource and energy efficient buildings; community heating schemes, the use of combined heat and power, small scale renewable and low carbon energy schemes in developments; the sustainable use of water resources; and the use of sustainable drainage systems in the management of run-off.
Sustainable Economic Development A2.2.10 The Government is committed to promoting a strong, stable, and productive economy that aims to bring jobs and prosperity for all. Planning authorities should:
(i) Recognise that economic development can deliver environmental and social benefits (ii) Recognise the wider sub-regional or national benefits of economic development and consider these alongside any adverse local impacts (iii) Ensure that suitable locations are available for industrial, commercial, retail, public sector, tourism and leisure developments, so that the economy can prosper (iv) Provide for improved productivity, choice and competition (v) Actively promote and facilitate good quality development, which is sustainable and consistent with their plans (vi) Ensure that infrastructure and services are provided to support new and existing economic development and housing (vii) Ensure that development plans take account of the regional economic strategies of Regional Developmental Agencies and local economic strategies
1 Planning Policy Statement 1: Delivering Sustainable Development, Department of Communities and Local Government (February 2005), Paragraph 3 extracts.
Newquay Cornwall Airport A2.3 Masterplan June 2008 2008-2030 Appendix A3: Airport Business Park Development
A3
A3. Airport Business Park Development
A3.1 Introduction
A3.1.1 Throughout the UK, airports are magnets for economic development. There is substantial evidence to show that airports attract jobs. Companies who wish to locate on, or near airports, include direct suppliers of services to airport users, high value industries, including electronic component distributors and logistic networks which are heavily reliant on air freight services. Other sectors that are drawn to airport locations include IT companies, whose staff make frequent journeys by air to customers and suppliers.
A3.1.2 Some companies seek an airport location because they want easy air access, both national and international. Just as companies locate in town centres to maximise public transport links, so these types of companies wish to be close to an airport, because some of their links are inter-regional or international they require access to air services and not just land based transport.
A3.1.3 There is substantial evidence from elsewhere in Europe, the US and Far East, which shows that there are significant opportunities to promote new commercial, industrial and warehouse developments adjacent to both small and large airports. Therefore, in many places both in the UK and around the world such developments are not restricted to a narrow definition of ‘airport related development’ and are indeed welcomed and planned. Some companies located on these sites seek similar locations when making inward investment decision within the UK.
A3.2 The Potential Market
A3.2.1 Sites in the immediate vicinity of airports appeal to aviation related businesses such as manufacturers and supply companies throughout the aerospace supply chain. They will also appeal to other time- sensitive manufacturers and distributors, particularly of high value-to-weight products such as microelectronics, pharmaceuticals, digitized auto parts, medical instruments and perishables. Such businesses are powerful engines for local economic development; they require the kind of speedy access to national and international customers and suppliers that other locations in Cornwall are unable to provide.
A3.2.2 For these businesses the speed and agility of logistics are as important as price and quality in gaining a competitive edge. They will demand high spec buildings in an attractive low density environment to link manufacturers together in an ecosystem for business and environmental excellence. A detailed review of the potential market for the business park has been commissioned and will be considered alongside an analysis of responses to this aspect of the Masterplan proposals.
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A3.3 Site description
A3.3.1 The site proposed for the Airport business park is located on the southern side of the existing airfield. It is triangular in shape with an area of approximately 32ha (80 acres). Along its northern boundary is the airfield, and its western edge is marked by existing field boundaries. The sites southern boundary is the A3059, which provides links to Newquay to the west, and the A39 and A30 to the east. The road is used by a number of bus routes linking Newquay with surrounding areas.
A3.3.2 The site is relatively flat at its southern end, but dips steeply towards a wooded valley that runs through the site and continues on through the remaining RAF land towards Porth. There are numerous field gates and RAF crash gates which provide access to the land.
A3.3.3 Within the site the main significant feature of any note is the wooded valley. Existing field boundaries are marked by hedgerows.
A3.3.4 The business park is envisaged to be one of a relatively low density, where the buildings are designed to an environmental standard commensurate with the vision for the Airport, respecting its setting and surroundings. Buildings should use natural Cornish materials where possible and architecturally seek to respond to their surroundings. It is intended that detailed design codes are prepared to carefully control the overall designs, which building should include new technology to minimise their overall energy use, where possible to generate their own via wind or solar power and also capture and re-use grey water.
A3.3.5 The wooded valley is a key landscape feature which needs to be protected and enhanced where possible. The opportunity for increase public access and its use for amenity value will be investigated.
Figure A3.1: Business Park Layout
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A3.4 Development Proposal
A3.4.1 With a site area of around 32ha (80 acres) and a relatively low density of development at around 30%, and building heights no greater than three stories, the Airport business park has the scope to cater for around 1,000,000 sq.ft. of new employment space.
A3.4.2 By comparison Robin Hood Airport near Doncaster is proposing a similar sized development on a site of 17ha (42 acres), a density of 55%. Assuming that 9,290m2 (100,000 sq.ft.) could be built and let each year at the Aeropark the lifecycle of the development would be 10 to 15 years or even greater, given the strategic nature of the development. That compares to Exeter’s Skypark where it is intended to release a total 139,400m2 (1.5 million sq.ft.) over a 13 year period (10,700m2 or 115,000 sq.ft. per annum).
A3.4.3 The size of individual units on the Airport’s business park, if it is to serve strategic expansions by Cornish-based companies or attract significant inward investment, is unlikely to be less than 930m2 (10,000 sq.ft.) The key feature of the letting strategy would be to release a mix of freehold and leasehold opportunities with early take up incentives to establish the location as one of regional significance. Rental and capital values would be aligned to the wider market.
A3.4.4 Given the Airport’s commitment to sustainability and carbon efficiency and the site’s ‘flagship’ status, design will need to challenge conventional thinking and fully incorporate eco principles. Buildings will be as ‘green’ as possible and a holistic design approach will ensure a low impact on the environment. Recycled materials will be used in the construction of the site and a low energy strategy will make best use of solar gain, daylight and natural ventilation. The business park will also incorporate sustainable drainage systems, brown roofs to encourage biodiversity and a biomass/biofuel boiler or wind turbines to power the site. The majority of the buildings would be two-story or less, so that eave heights on the Airport are likely to be a greater issue than the off Airport developments.
A3.5 Transport improvements
A3.5.1 A development of the nature must be accessible by a strong public transport network serving a variety of locations if it is to be considered sustainable. The relationship of the business park with any new airport terminal on the south side of the airfield would be a material benefit in this regard. The intention is to provide access through the park, not just for vehicles, but also for pedestrians and cyclists. These routes should link to others in the surrounding area providing the opportunity for people to walk or cycle to work.
A3.5.2 Under the south side development proposals put forward as part of the Masterplan, the business park is located directly adjacent to the new terminal
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option and provides a unique opportunity for shared infrastructure provision. The location also provides the opportunity for the development of public transport interchange, with buses being able to access both an expanded airport and the new business park from the existing A3059.
A3.5.3 Its location directly adjacent to the airport allows for a building design approach which complements that of the new terminal area, creating a unique opportunity within Cornwall where business can locate adjacent to a transport hub. This not only provides for public transport trips within Cornwall, but the opportunity for business travel both nationally and internationally without the need to use private cars to access other airports either in the south west or further afield.
A3.6 Environmental Impact
A3.6.1 The environmental appraisal of the business park development is dealt with as part of the overall Environmental Management in Chapter 17.
A3.7 Policy Context National Policy A3.7.1 The Future of Air Transport White Paper recognised that air travel is an essential element of a productive UK economy and has an important contribution to make to its continued growth with future business needs increasingly dependant on the strength of fast and efficient transport links within the UK, Europe and beyond.
A3.7.2 The White Paper also recognises the important role airports play in regeneration and that they can be the focus for new employment development:
Airports are an important focus for the development of local and regional economies. They attract business and generate employment and open up wider markets. They can provide an important impetus to regeneration and a focus for new commercial and industrial development. And they are increasingly important transport hubs, especially for the logistics industry (para 4.24)
Many airports increasingly act as a focal point for 'clusters' of business development. By offering the potential for the rapid delivery of products by air freight and convenient access to international markets through the availability of flights for business travel, they can attract inward investment to a region (para 4.25).
A3.7.3 In relation to the South West as a whole, the White Paper specifically recognises the economic development importance of the Region’s airports:
“As the region's airports grow, however, there are likely to be considerable opportunities to
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attract inward investment and inbound business travellers, and also predominantly leisure-orientated traffic (foreign and domestic tourists), for whom the travel times by alternative surface modes are a significant constraint.”1
A3.7.4 In December 2006, the Department for Transport published the Air Transport White Paper Progress Report. This document reports on progress on the policies and proposals set out in the Future of Air Transport White Paper.
A3.7.5 The Progress Report focuses strongly on the issue of climate change, the need for sustainable growth in air transport and the key role that this growth will play in the future economic development of the UK, taking cues from the recent Stern and Eddington Reports.
A3.7.6 In terms of the economic importance of air services, the Progress Report very much echoes the messages originally set out in the Future of Air Transport White Paper. The forecasts associated with the Progress Report envisage UK airports handling around 465 million passengers per annum in 2030, up from 228 mppa in 2005. This growth in demand remains strongly positive even when substantially higher costs or slower economic growth is factored in to the predictive model.
A3.7.7 The Progress Report cites recent research undertaken by Oxford Economic Forecasting (OEF) that identified that access to air services is an important factor for 25% in influencing where they locate their UK operations. This research also identified that access to air services also affects the decisions by 10% of companies as to whether they invest in the UK at all. A similar number of companies cited access to overnight air freight services as being a vital consideration in their location decisions. There is also substantial evidence to suggest that access to air services has a disproportional impact on the location decisions of hi-tech and knowledge intensive sectors, which, with their global customer bases and links, are central to future aspirations for the UK economy.
A3.7.8 It goes on to identify the increasingly important role air freight plays in the UK’s international trade, quoting a DfT freight study2 that identified that in 2005 around 25% of UK visible trade value went by air. The Progress Report also notes that the rapid expansion of the route networks at UK airports offers even greater opportunities for business links, particularly as links with the world’s emergent economies improve. The essential role UK airports play in supporting the UK tourist industry is also cited. The UK now has the fifth largest tourism industry in the world, with over 30 million overseas visitors coming to Britain in 2005. Over two thirds of these visitors arrived in the country by air.
1 The Future of Air Transport - Department for Transport, (December 2003), paragraph 10.2, page 101. 2 Focus on Freight – Department for Transport (2006).
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A3.7.9 The Progress Report re-iterates the importance of the air transport industry as an employer and generator of prosperity in its own right. OEF estimates that the sector directly employs more that 200,000 people and contributes £11 billion directly to the economy;
A3.7.10 As outlined in the original Future of Air Transport White Paper, the need for air services to support an increasingly global economy and to accommodate the travel aspirations of an increasingly prosperous population has to be balanced against the costs of that expansion. However, there is little doubt that expansion is required if the UK is to enhance or maintain its economic position.
Regional Policy
Draft Regional Spatial Strategy A3.7.11 The strategy for Cornwall is to focus development on the main towns (particularly Truro, Falmouth-Penryn and Camborne-Pool-Redruth) to enable sustainable prosperity to be achieved throughout Cornwall. Elsewhere within the County, development should be focused on the other identified towns and villages, including Newquay, with the emphasis placed on the re-use of previously developed land.
A3.7.12 The development of new employment sites is covered by policies E1 and E2. However the EiP Report in January 2008 suggested that the wording and the emphasis of these policies should be amended by the Secretary of State when the Proposed Changes are published. The Panel have suggested amended wording that would require a range and choice of available employment land and premises to meet the need of businesses both in terms of organic and inward investment. The amended wording is now included in the Draft Revised RSS, incorporating the Secretary of States proposed changes.
A 20 year supply of employment land, including strategic sites, will be identified to support:
The on-going development of the SSCTs, including providing sufficient land to accommodate the employment numbers identified in the subregional policies A better balance between the location of jobs and housing The on-going restructuring and diversification of the economy, including the rural economy The successful delivery of economic development and regeneration initiatives The development of key established and emerging business sectors, including clusters of related activity The development of the knowledge driven economy by fostering linkages with knowledge intensive institutions including HEIs/FEIs, hospitals and research institutions through the development of science parks, innovation centres and incubator units The development of more accommodation for smaller businesses, including smaller units for SMEs and micro-businesses The functional role of airports and ports The role of non B use class sectors, including health, leisure, tourism and education as key employment generator The contribution of mixed-use development to employment supply
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A3.7.13 Along with other recommendations, the Panel have also identified that the there should be an increase in provision of new homes within Cornwall in the next 20 years. Additional homes are clearly needed within the County however the new homes will have an impact upon existing infrastructure and require improvements to be made, including the provision of new employment opportunities. The Airport has the potential to contribute to this and in particular to serve the additional allocations for Restormel and Newquay in particular.
Cornwall Structure Plan A3.7.14 The aim of the plan is to ensure that development contributes to sustainable development and the enhancement of the quality of life in Cornwall. It should enable economic prosperity for the people of Cornwall, ensure everyone has reasonable access to services and facilities and also make a positive contribution to the environment. Development is unacceptable where it is in conflict with these principles.
A3.7.15 The policies in the plan require development to focus on the regeneration of the towns and villages. The location of development in relation to transport provision is also considered vital. Access is needed for all sectors of the community to a range of services and facilities, yet there is a need to reduce the harmful effects of transport on the global and local environment. The plan recognises that there will remain a dependency on the private car within Cornwall for many journeys but, the long term development strategy is underpinned by the need to ensure that the most accessible location (by all means of travel) is chosen to meet the particular development need.
A3.7.16 In terms of the provision of new land for employment uses, Policy 12 is relevant, and requires a range and choice of sites to be made available, the location of which should be based on assessments of likely demand from existing and new firms, the need for employment, the suitability and accessibility of the site.
A3.7.17 To aid land allocations or development proposals, the Plan identifies that new sites should be reviewed to take into account the following:
The need for better quality employment opportunities suitable to meet local skills The need to avoid any significant adverse effects on the natural or built environment and secure adequate mitigation where this may arise The need to reduce travel and widen the choice of travel modes, including the potential to incorporate effective arrangements for "green travel" The need to support traditional sectors of the economy and encourage the development of new and emerging sectors including
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the requirements of business clusters and science parks, and the importance of information communication technology The opportunities arising from the Combined Universities in Cornwall; maritime related activities and the development of ports and harbours; the potential expansion of Newquay Airport; and key visitor attractions The potential benefits of mixed use development
A3.7.18 Policy 19 refers specifically to Newquay. It states:
Development should support and sustain the tourism industry and the restructuring of the economy to provide more balanced employment opportunities Priorities for new business and employment development will be in relation to planned urban expansion of the town and opportunities arising from the expansion of services at Newquay (Cornwall International) Airport
Local Policy Restormel Borough Council A3.7.19 The Airport lies within the borough of Restormel and the primary document for the determination of planning applications within that area is the Adopted Local Plan. This Plan sets out policies and proposals for the Borough over the 10 year period up until 2011. Local Plan policies are a primary consideration in the determination of planning applications in the Borough. NCA lies in the northern part of the district, outside the development boundary for any settlement and the majority of land within either the airport or the MOD ownership is not covered by any designation or allocation.
A3.7.20 The policies of the Plan are premised on the concept of sustainable development where the environmental impact of development does not exceed the carrying capacity of the environment. This has been translated into a Plan Strategy which focuses new housing and employment development in established centres, notably Newquay and St Austell, and also in areas well served by a range of transport opportunities.
A3.7.21 The main objective of employment policies in the Plan is ‘to reduce unemployment and strengthen and diversify the employment structure’ (paragraph 7.8).
A3.7.22 A total of 54 ha of land is allocated for employment uses (Business, industrial and warehousing) within the Plan period. Of this 15 ha is proposed in Newquay.
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Emerging Policy A3.7.23 The recent announcement by the Government that Cornwall County Council will become a single unitary authority and Inspector’s findings that the Restormel Borough Council Core Strategy was unsound, has created something of a void in planning policy at the local level. The Council is working hard to address this and is currently putting in place the necessary procedures to begin preparation of a County Wide Core Strategy. However, it is unlikely that the Core Strategy will be adopted until 2010 at the earliest.
A3.7.24 At a local level, it is envisaged that the Masterplan has an important role to play in helping to address the policy gap that will exist for a number years at the local level. It is envisaged that the principal of a business park will form part of the Issues and Options consultation for the Cornwall Core Strategy and that the Master Plan will form part of the evidence base for this strategy.
A3.8 Conclusion
A3.8.1 The Airport business park is an essential component of the overall Masterplan. It provides not only the opportunity to realise commercial revenue that can contribute to the financial viability of the Airport, but also has the potential to attract high-value, knowledge-based companies. As such, it is capable of capturing the type of economic benefit that national, regional and local policy identifies at a strategic location for which there is no obvious equivalent in Cornwall.
Newquay Cornwall Airport A3.9 Masterplan June 2009 2008-2030 Appendix A4: Noise Contours for Newquay Cornwall Airport
A4
A4. Noise Contours for Newquay Cornwall Airport
A4.1 Easterly Flights
Figure A4.1: Aircraft Noise Contours – LAeq,16 Hr (dB) All Easterly Flights, 2007
Figure A4.2: Aircraft Noise Contours – LAeq,16 Hr (dB) All Easterly Flights, 2012
Newquay Cornwall Airport A4.1 Draft Masterplan November 2008 For Consultation A4
Figure A4.3: Aircraft Noise Contours – LAeq,16 Hr (dB) All Easterly Flights, 2030
Draft Masterplan A4.2 Newquay Cornwall Airport For Consultation November 2008 A4
A4.2 Westerly Flights
Figure A4.2: Aircraft Noise Contours – LAeq,16 Hr (dB) All Westerly Flights, 2007
Figure A4.2: Aircraft Noise Contours – LAeq,16 Hr (dB) All Westerly Flights, 2012
Newquay Cornwall Airport A4.3 Draft Masterplan November 2008 For Consultation A4
Figure A4.3: Aircraft Noise Contours – LAeq,16 Hr (dB) All Westerly Flights, 2030
Draft Masterplan A4.4 Newquay Cornwall Airport For Consultation November 2008 Price: £5.00