Aberdeen Airport Outline Master Plan Draft for Consultation 2005 Foreword
The publication of Aberdeen Airport’s Outline Master number of international destinations. Plan, for public consultation, represents the opening The runway extension project is one of many projects of an important new chapter in this airport’s long planned around BAA’s three Scottish airports. We are and distinguished history. committed to a £500 million investment and development programme, funded entirely by BAA, In this Outline Master Plan, we set out our vision for which will provide a world-class airport infrastructure the future development of the airport, which has for Scotland. helped power Scotland’s, and indeed the UK’s, oil and gas sector. We endeavour, in the various stages However, there are other, less attractive impacts of the plan, to explain the developments which we associated with airports. BAA Aberdeen will support expect will enable Aberdeen Airport’s sustained growth in air travel but will only do so with due future success. consideration for our neighbours and the environment in which we all must live and work. The Government’s 2003 White Paper, The Future of Air Transport, set out a clear policy framework for It is our role to work responsibly with Government the development of UK airports. This long-term and local communities to find the balance between vision marks an important commitment by the positive impacts, such as jobs and investment, and Government to facilitate planning for future aviation the negative effects, such as noise and air pollution growth, to be nurtured in a responsible way. around our operations. At European Union level, we led the aviation industry’s efforts which secured Aberdeen Airport provides many benefits to the City widespread support for the aviation industry to be and Aberdeenshire and the whole of Scotland, which included in the EU Emissions Trading Scheme. This can be measured in terms of social and economic scheme will, we believe, allow the issue of aviation’s impact. As the business grows, so too will the greenhouse gas emissions to be effectively and number of good quality jobs for local people responsibly addressed. and the existing £482 million a year contribution to the Scottish economy will undoubtedly BAA Aberdeen works closely with a number of key increase significantly. partners in Aberdeen and beyond, promoting the City and Shire and Scotland to the world and The airport has recorded strong and well-publicised building strong and sustainable international growth over the last 18 months, underpinned largely connections, serving the area’s thriving business by the successful launch of 16 new routes and the community and tourism industry. positive decision taken by the City Council to allow fixed wing operations during the night period. Now we are engaging the wider community in our development plans. We want to hear as many views The new regional marketing brand for this part of as possible, from as wide a range of people as Scotland predicts a “Brighter Outlook” for the whole possible. This consultation, on the development of North East Scotland and the team at BAA proposals contained in this Outline Master Plan, will Aberdeen is more keen than ever to play a full part remain open until 24th March 2006 and, during that in the future success of the City and Shire. time, I hope to speak to as many people and communities as possible. We have extended the A £10 million project to extend the main runway, by consultation process to allow for the traditional up to 300 metres over time, is a clear reflection of Christmas and New Year holidays. our confidence in, and commitment to, the City and Shire’s long-term future. We aim to publish a Final Master Plan, taking on comments wherever possible, in Summer 2006. I With the launch of this Outline Master Plan, a hope you take the opportunity to share your planning application has been submitted to the City comments and opinions and I look forward to Council which, if approved, will permit BAA to phase hearing from you in due course. runway extensions as and when airline demand dictates and ultimately allow new generation aircraft Andrew Flower to operate to their full potential and bring about the Managing Director, BAA Aberdeen real possibility of more new services to a greater November 2005
Aberdeen Airport outline Master Plan | November 2005 1 Contents
Foreword...... 1 Executive Summary ...... 5 1. Introduction ...... 9 1.1. Background to the Master Plan ...... 9 1.2. Historical development of Aberdeen Airport ...... 9 1.3. Role and character of Aberdeen Airport ...... 10 1.4. Objectives of the Master Plan ...... 11 2. The Social and Economic Benefits of Aviation ...... 12 3. The Framework of Regulation and Legislation ...... 13 3.1. Introduction ...... 13 3.2. UK Airports Policy ...... 13 3.3. Regional Planning Policy ...... 13 3.4. Local Authority Policies ...... 13 3.5. Development Control ...... 13 3.6. Airport Design Criteria...... 14 3.7. Airport Security ...... 14 3.8. Aerodrome Safeguarding ...... 14 3.9. Public Safety Zones ...... 15 3.10. Environmental Regulation ...... 16 3.11. Economic Regulation...... 16 4. Today’s Airport – Aberdeen in 2005...... 17 4.1. Introduction ...... 17 4.2. Air Traffic Control/Airspace ...... 17 4.3. Runways and Taxiway System ...... 17 4.4. Aircraft Aprons ...... 17 4.5. Passenger Terminal Facilities ...... 17 4.6. Car Parking ...... 18 4.7. Air Cargo and Mail ...... 18 4.8. Aircraft Maintenance...... 18 4.9. Ancillary Facilities ...... 19 5. Passenger Demand – The Forecasts ...... 20 5.1. Introduction ...... 20 5.2. Air Passenger Forecasts ...... 20 5.3. Passenger Air Transport Movement Forecasts ...... 21 5.4. Passenger Aircraft Stand Forecasts...... 21 5.5. Air Cargo and Mail Forecasts...... 22 5.6. Public Car Parking Forecasts ...... 22 6. Land Use to 2015 ...... 23 6.1. Introduction ...... 23 6.2. Air Traffic Control/Airspace ...... 23 6.3. Runways and Taxiway System ...... 23 6.4. Future Runway Safeguarding Policy ...... 24 6.5. Aircraft Aprons ...... 25 6.6. Passenger Terminal Facilities ...... 25 6.7. Car Parking ...... 25 6.8. Air Cargo and Mail ...... 26 6.9. Aircraft Maintenance...... 26 6.10. Ancillary Facilities ...... 26 6.11. Landscaping ...... 26
2 Aberdeen Airport outline master plan | November 2005 Contents
7. Surface Access (Transport Links) to 2015 ...... 27 7.1. Surface Access Strategy in Context ...... 27 7.2. Existing Surface Access Infrastructure ...... 27 7.3. Future Surface Access Infrastructure ...... 28 8. Managing External Impacts to 2015 ...... 30 8.1. Sustainable Development and Responsible Growth ...... 30 8.2. Safeguarding the Environment ...... 30 8.3. Air Noise ...... 31 8.4. Ground Noise ...... 32 8.5. Air Quality...... 32 8.6. Management of the Water Environment ...... 33 8.7. Biodiversity ...... 34 8.8. New Land Take ...... 34 8.9. Waste Management ...... 34 8.10. Energy Use and Climate Change ...... 35 8.11. Heritage ...... 35 9. Land Use to 2030 ...... 37 9.1. Introduction ...... 37 9.2. Air Traffic Control/Airspace ...... 37 9.3. Runways and Taxiway System ...... 37 9.4. Future Safeguarding Policy ...... 37 9.5. Aircraft Aprons ...... 38 9.6. Passenger Terminal Facilities ...... 39 9.7. Air Cargo and Mail ...... 39 9.8. Aircraft Maintenance...... 39 9.9. Ancillary Facilities ...... 39 9.10 Future Surface Access Infrastructure ...... 39 10. Managing External Impacts to 2030 ...... 40 10.1 Introduction ...... 40 10.2 Air Noise ...... 40 10.3 Other Environmental Issues ...... 40 11. Where Now? - The Next Steps...... 41 11.1 General ...... 41 11.2 Unresolved Issues – 2015 Land Use Plan ...... 41 11.3 Unresolved Issues – 2030 Land Use Plan ...... 41 12. What do you think? - The Public Consultation ...... 42 12.1 Introduction ...... 42 12.2 Summary of Questions ...... 42 13. Evaluating Your Responses ...... 44 14. Master Plan Drawings...... 45 • Drawing 1: 2005 Land Use • Drawing 2: 2005 Layout • Drawing 3: Airport Land Take Boundaries • Drawing 4: 2015 Indicative Land Use • Drawing 5: 2030 Indicative Land Use
Aberdeen Airport outline master plan | November 2005 3 This edition of the Master Plan has been issued for consultation, as a precursor to the preparation of a final edition of the plan, which we aim to publish by Summer 2006. If you have any comments please send them to us as soon as possible and no later than 24th March 2006. They should be addressed to: The Master Plan Consultation Aberdeen Airport Aberdeen AB21 7DU email: [email protected]
4 Aberdeen Airport outline master plan | November 2005 Executive Summary
There is no doubt that Aberdeen Airport plays a key BAA’s vision for Aberdeen Airport is simple. role in promoting the continued prosperity of Through sustained and sensible investment in the Europe’s oil and gas capital and makes a substantial airport’s infrastructure and through the continuing contribution to the wider Scottish economy. development of a strong and sustainable route network, Aberdeen will become one of Europe’s In addition to its long-held status as Europe’s busiest most successful regional airports, supporting commercial heliport, Aberdeen Airport provides Aberdeen City and Shire, supporting Scotland and, more than 40 valuable fixed-wing domestic and ultimately, promoting social and economic prosperity international air connections and represents the for all. region’s main transport gateway, supporting the tourism industry and other important business In doing this, Aberdeen Airport has a responsibility interests. to local communities and a commitment to long- term engagement with all airport neighbours. A study by the Fraser of Allander Institute, carried out in 2002 and due to be refreshed in early 2006, If Aberdeen Airport is to serve Scotland well in the found that Aberdeen Airport supported 9,120 jobs future, it must continue to provide first-class facilities across Scotland, with more than 2,800 people and this Outline Master Plan represents a blueprint directly employed at the airport. Direct airport for the airport of the future and a clear, long-term employment is forecast to increase moderately, to investment and development plan. more than 3,000 by 2015 and to nearly 4,000 by 2030. It can reasonably be assumed that the The Master Plan looks at the development of the number of people whose jobs and livelihoods airport in two distinct time frames: between today depend on Aberdeen Airport will increase at a and 2015 and beyond that to 2030. The first similar rate. The report also found that the airport’s section of the plan considers how the airport will contribution to the Scottish economy was, at that grow up to the year 2015 and sets out, in some time, more than £482m a year. Again, BAA expects detail, how it will cope with the increasing demand this figure to grow substantially as the airport for air transport by developing largely within its develops. current boundaries.
Aberdeen Airport’s most critical contribution to the It details how the terminal facilities will expand to economic and social well-being of Scotland is its role cater for the forecast increase in passengers from supporting the UK’s off-shore energy sector, 2.8 million a year today to around 3.6 million under connecting the global businesses based in Aberdeen our high forecast and describes how the existing City and Shire with the rest of the world, runway and taxiway systems will cope with the extra increasingly through a fast-growing number of aircraft movements (take-offs and landings). direct international services. It assesses the need for good ground transport Scotland’s cities are its economic engine-rooms and connections (surface access) and how this could be are vital to the future success and competitiveness provided and deals with the important issue of how of the national economy. So it is essential that these BAA intends to protect the environment, particularly cities are well supported by the airport infrastructure in relation to noise and air quality. which connects them, and the high value-added businesses located in Aberdeen and the surrounding The second element of the plan looks at how, and area, to the global economy. where, it is proposed that the airport will grow between 2015 and 2030, which is the upper limit of BAA Scotland is committed to providing the air the timescales set by the Government in its White transport infrastructure that Aberdeen City and Shire Paper, The Future of Air Transport, published in demands, thereby playing our part in the long-term December 2003. growth of Scotland’s economy and rooting our business in Scotland’s society. BAA sees the Here, and particularly after 2015, the plan is less development of its airports going hand-in-hand with detailed, principally because of the difficulty in being the development of the country’s global certain how air traffic will grow over that period. competitiveness and future prosperity.
Aberdeen Airport outline Master Plan | November 2005 5 Executive Summary
Summary of the Master Plan need for inconvenient refuelling stops. In terms of This plan, of necessity, is a fairly detailed planning developing Aberdeen Airport’s future route document, built on the technicalities of developing marketing potential, this is an important step in an airport over 25 years. However, we have the right direction and we look forward to endeavoured to simplify the content as far as engaging with Aberdeen City Council and local possible and we are ready to explain or interpret the people to convince them of the considerable detail as necessary. Contact details can be found in merits of such a development. the consultation section of this document. Four additional aircraft parking stands will be built at a cost of £2.5 million, to accommodate the The main points arising from the Outline Master growth in fixed wing services Plan are these: A £1.5 million upgrade to major airfield assets such as the Approach Lighting System will be 2005 - 2015 Forecasts undertaken during 2005/06. Passenger numbers will grow from 2.8 million a The number of on-airport public car parking year now, to 3.3 million a year under our central spaces could increase from 1,800 today to 2,400 forecast and 3.6 million a year under our high by 2015. forecast Aircraft movements, including those by Surface access helicopters, also referred to as ATMs or simply The Scottish Executive, working in partnership landings and take-offs, could vary from the 2004 with Aberdeen City and Aberdeenshire Councils, figure of 82,525 to between 76,000 and 91,500 expects the Aberdeen Western Peripheral Route per year (AWPR) to be completed by 2010/11. Peak runway movements by fixed wing aircraft NESTRANS, the North East Scotland Regional will grow from 20 movements an hour now to Transport Partnership, is leading plans to develop around 24 an hour Aberdeen Crossrail, which over time will deliver a Aircraft parking stand demand will increase from train service every 15-minutes, between Aberdeen 14 now to 17 under our central forecast and Dyce. BAA Aberdeen will continue to work Cargo and mail tonnage will rise from 5,300 with NESTRANS and other bodies to investigate tonnes a year now, to 6,800 tonnes a year. feasible options for improving public transport links between Dyce Station and the airport’s At the airport terminals and hotels. The terminal building will be extended and re-configured to accommodate greater departure The environment lounge space, retail, catering and boarding gate Studies undertaken on behalf of the Government facilities and greater baggage reclaim capacity to prior to the publication of the Aviation White meet rising passenger demand. The first phase of Paper indicated that the population within the 57- this development programme, a £3 million decibel Leq noise contour by 2015 is expected to extension to the Common Departure Lounge has reduce, relative to the situation in 1999. To test recently started and is expected to be finished by the work completed on behalf of the Government Spring 2006. The second phase will involve a £5 and to obtain an up-to-date estimate of the million extension to the international arrivals area number of people affected, BAA Aberdeen and a £2.5 million re-development of the proposes to commission a set of forecast noise Northern elevated walkway, to provide new contours for 2015, which will inform the Final departure gate-rooms and business lounges. Master Plan. Following discussions with some of our existing The number of people who are affected by airline customers, planning permission for a 300 ground noise will not change significantly as metre Northern extension of the main runway is airfield and apron development during this time being sought to allow new generation aircraft will occur within the existing boundary and, for types (such as the Boeing 737-800 series) to fly the most part, well away from the nearest further distances to and from Aberdeen with a full housing. However, noise assessments will be payload. Approval for this £10 million project will carried out before any major development is ultimately lead to an improved noise climate for brought forward. local residents, lower emissions, greater route Research conducted on behalf of the Government profitability for airlines and the potential for new indicates that the development of the airport will direct international routes to Southern and not compromise air quality standards in the period Eastern Europe and North Africa, without the to 2015 and beyond. However, BAA is already
6 Aberdeen Airport outline Master Plan | November 2005 Executive Summary
working with local authorities to identify and further, to provide a runway length of up to 2,629 address areas of poor air quality and has set out metres. This increased length would offer objectives to reduce the impact of the airport on potential to airlines operating new aircraft types air quality. on longer non-stop flight sectors, for example to Water courses near the airport will not suffer any North America and the Middle East. adverse impact as a result of new developments in Were a Southern extension to the main runway to this time-frame. BAA Aberdeen is committed to proceed, we would need to purchase an working with the Scottish Environmental additional 2.5 hectares of land to extend the Protection Agency (SEPA) and other agencies to parallel taxiway in association with this project. develop a range of quality management solutions In response to the anticipated reduction in relating to surface water discharge. helicopter movements by 2030, helicopter The impact of new developments on sites of runway 05/23 may be closed or partially ecological and heritage value will be minimal in closed (shortened) with part of the area the period to 2015. We will continue to work being redeveloped for other operational, with Aberdeen City Council, Aberdeenshire airport-related or commercial uses. Council, Scottish Natural Heritage and others to ensure these sites continue to be managed in a Listening to your views manner which protects their biodiversity and In reading this Outline Master Plan and our ideas for ensures the safe operation of the airport. the future development of Aberdeen Airport you should bear in mind that it is by no means Land use prescriptive and simply sets a framework for what An additional 17 hectares of land will be could follow. developed by 2015 to enable ancillary facilities and commercial developments. Approximately half The publication of an outline plan provides an of this land is currently within BAA Aberdeen’s opportunity for the company to consult with a wide ownership. The other half is owned by third range of stakeholders around the airport and it is parties. our aim to do this over the coming months. Aberdeen City Council, as the airport’s Local 2015 - 2030 Forecasts Planning Authority, the neighbouring local authority, Depending on the actual rate of growth, Aberdeenshire Council, and the Scottish Executive passenger numbers could grow to between 4.4 also need to know about our plans so that these and 5.3 million a year, with approximately 35% can be considered alongside their own important travelling direct to and from international strategic planning decisions. destinations. Aircraft movements could vary between 81,000 To that end, we are actively seeking the views of and 104,500 a year everyone who wishes to contribute to the debate Peak runway movements could rise to around 26 and will be meeting with MPs, MSPs, Community per hour under our central forecast Councils, Local Authorities, business organisations The number of aircraft parking stands required and our neighbours as we seek to find the best would increase to around 23 under our central possible way to deliver our vision for Aberdeen forecast, but as high as 25 if higher growth is Airport in the future. realised. Cargo and mail tonnage could grow to nearly What do you think of our plans? What are the main 8,600 tonnes a year. issues of concern to you and your neighbours? What do you think of our strategies to tackle aircraft At the airport noise and air pollution? Is there anything of which Further extensions to the terminal building will be we have not taken account? We will listen to required to accommodate the forecast 5.3 million anyone who has a point to make. passengers a year using the airport. The Northern elevated walkway will be further extended and a Throughout this document, and summarised in a new Southern pier will be built to provide first- later chapter, you will find a series of questions class departure facilities to stands 1 to 3. posed around the key issues.
Land use While we are keen to understand the responses to If market demand dictates, and the project is these specific questions, we are willing to listen to judged to be commercially viable, BAA Aberdeen any view on any issue. would propose to extend its main runway (16/34)
Aberdeen Airport outline Master Plan | November 2005 7 Executive Summary
Afterwards, having carefully considered all your comments, we will, if we can, reflect these in the final version. By Summer 2006, our aim is to produce a final Master Plan for the future of Aberdeen Airport which attracts the widest possible consensus, so that when we publish our final blueprint for the future, we do so with the support and trust of the communities we serve.
8 Aberdeen Airport outline Master Plan | November 2005 1 Introduction
1.1 Background to the Master Plan 1.1.6 This Master Plan recognises that, as stated in 1.1.1 In December 2003, the Government the White Paper: “ensuring the provision of published a White Paper1, The Future of Air adequate airport capacity in Scotland, whilst taking Transport, which sets out a strategic framework for full account of environmental concerns, is an the development of airport capacity in the UK up to important priority for the Government and the 2030. Scottish Executive”.
1.1.2 The White Paper states that “Aviation makes 1.2 Historical development of a significant contribution to Scotland’s economy and Aberdeen Airport social welfare. Air services are essential to reach 1.2.1 Aberdeen Airport, as it stands today, covers many international destinations for business and 215 hectares and its current layout and land use are leisure purposes, and they are frequently also the shown in Drawings 1 and 2. It is bounded to the most convenient means of travelling to other parts north by the open farmland, to the south by the of the UK as well as the Highlands & Islands”. This residential areas of Bankhead and Bucksburn, to the statement is particularly appropriate for the North west by Kirkhill Industrial Estate and to the east by East of Scotland. the village of Dyce.
1.1.3 The White Paper asks specified airport 1.2.2 The existing airport dates back to 1931, when operators to produce Master Plans to incorporate land at Dyce was acquired for the development of a the Government’s conclusions regarding the future public aerodrome. During World War Two, the development of aviation. This policy paper indicated airport was primarily used as a military air base. Oil- that Master Plans should set out proposals for the related helicopter movements commenced in 1967 development of airports to 2015 in some detail, but and, in 1977, the existing main terminal and indicative plans only are expected for the period associated facilities were completed, following a £10 between 2016 and 2030. The Government clearly million investment. Since then, the airport has views Master Plans as the key planning tool, through developed to become the Europe’s busiest which airport operators should explain how they commercial heliport and the air transport hub of propose to take forward the strategic policy Europe’s oil and gas industry. framework for their airport as set out in the White Paper. 1.2.3 The core developed area is around the main passenger terminal building, located on Brent Road. 1.1.4 The Government has recommended that Other main developed areas include the cargo and airport operators produce Outline Master Plans as off-shore helicopter bases at Forties Road and the soon as is practicable, with a final more detailed eastern maintenance and helicopter base around version to follow. Accordingly, this is a consultative Wellheads Drive and Farburn Terrace. At privatisation draft of the Master Plan for Aberdeen Airport and in 1987, Aberdeen Airport handled 1.47 million the intention is to publish the final version by passengers a year. Figure 1 illustrates the growth Summer 2006. Thereafter, in line with the since 1987. Government’s advice, the Master Plan will be reviewed every five years. Figure 1: Annual passenger figures since privatisation 1.1.5 The plan sets out proposals for the development of the airport to 2015 in some detail and gives indicative plans only for the period 2016- 3 2030. The White Paper does not itself authorise any 2.5 particular development but simply sets out policies 2 to inform and guide the consideration of planning 1.5 issues. Development proposals will need to be mppa 1 considered through the land use planning system in 0.5 the normal way. 0 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 year
1 CM6046 The Future of Air Transport, Department for Transport, December 2003
Aberdeen Airport outline Master Plan | November 2005 9 1 Introduction
1.3 Role and Character of 1.3.4 Between 1995 and 2004, international traffic Aberdeen Airport grew strongly at 11% a year. More recently, new 1.3.1 Aberdeen Airport is North East Scotland’s direct international services to destinations such as principal gateway and the transport hub serving Copenhagen, Groningen and Oslo (introduced Europe’s oil and gas capital. It provides fixed wing during 2004 and 2005) saw this sector grow by and rotary air transport services for the ‘City and 15%. At the same time, recent growth in the Shire’ and the off-shore energy sector. As a result, it domestic market has been driven mainly by the is the busiest commercial heliport in Europe and the increase in the low-cost/no-frills sector at Aberdeen, 14th busiest airport in the UK, serving more than 40 driven by airlines such as Easyjet, Flybe and Ryanair. domestic and international destinations worldwide. Average passenger load per aircraft has risen from 41 to 45, an annual average increase of just over 1.3.2 In calendar year 2004, the airport handled 1%. 2.66 million passengers, of whom 61% were travelling on domestic services (primarily to and from 1.3.5 Although the aircraft seat capacity available the London airports) and 23% used international per month at Aberdeen is fairly steady throughout services. Approximately 59% of passengers were the year, passenger demand is higher in the summer travelling on business and 41% for leisure purposes. months. Relative to Glasgow Airport, for example, The majority of passengers (approximately 85%) the profile is flatter as Aberdeen benefits from a were UK residents. fairly balanced mix of traffic, approximately 60:40 business to leisure. Business use tends to decrease 1.3.3 The airport grew at an average rate of 2.1% slightly over the summer months and leisure traffic a year between 1995 and 2004, taking passenger demand increases. numbers from 2.24m to 2.66m. UK domestic services, together with helicopter operations serving 1.3.6 The daily demand profile indicates that the oil and gas fields, dominate total throughput, weekdays are busier on average in the peak month accounting for 2.02 million passengers a year. than at weekends. This is due to the combination Approximately 60% (980,000 passengers a year) of of business and leisure demand during the week the domestic fixed-wing traffic is to and from the and much reduced business traffic at weekends. three London area airports at Heathrow, Gatwick The relatively small charter market at Aberdeen and Luton, with a significant proportion of this means that weekend traffic is relatively low traffic transferring onwards to international compared to the weekday/weekend relationship destinations. Table 1 illustrates the growth in found at Glasgow and Gatwick Airports for passenger numbers, air transport movements (ATMs) example. and the average passenger load per passenger aircraft for the period 1995 to 2004.
Table 1: Aberdeen Historic Passenger Air Traffic Data (1995-2004) 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Annual Domestic Passengers (m) 1.50 1.59 1.68 1.72 1.62 1.64 1.66 1.60 1.53 1.63 Annual International Passengers (m) 0.31 0.34 0.41 0.45 0.45 0.44 0.44 0.54 0.61 0.62 Annual Helicopter Passengers (m) 0.44 0.45 0.48 0.49 0.39 0.40 0.46 0.44 0.38 0.39 Annual Total Airport Passengers (m) 2.24 2.38 2.57 2.65 2.46 2.48 2.56 2.58 2.52 2.66 Annual Fixed Wing Passenger Air Transport Movements (000) 43.63 44.78 45.45 48.37 48.49 47.36 49.46 46.33 47.02 49.56 Annual Helicopter Air Transport Movements 33.21 35.27 39.37 39.72 31.40 31.09 35.56 34.65 30.15 31.27 Average F/W Aircraft Passenger Load 41 43 46 45 43 44 43 46 46 45
10 Aberdeen Airport outline Master Plan | November 2005 1 Introduction
1.3.7 The illustration of hourly demand, outlined in 1.4.2 The key objectives of this Master Plan are as Figure 2, shows that the periods between 6am and follows: 10am, 2pm to 3pm and 7pm to 8pm are the busiest To set out the prospects for air traffic growth for times at Aberdeen Airport. The peak departing the next 25 years; period at the beginning of each day, and the peak To clearly identify the areas of land currently arriving period at the end of the day, reflects the outside the airport’s boundaries which will be fact that Aberdeen is an overnight base for a large required in order to allow the airport to expand to number of aircraft. The other peaks during the day handle the forecast growth in passenger numbers; (e.g. between 7pm and 8pm) reflect the in-bound To set out the approximate timescales for the and out-bound patterns created by a busy incremental phasing of additional capacity short-haul, domestic route network and requirements; international scheduled services. There is scope To identify the key improvements required to to accommodate additional demand around the ground transport links (surface access), serving the middle of the day and early evening. Increased airport and the surrounding area; frequencies and international based aircraft To inform the current and future reviews of the operators can naturally fit into these relatively Aberdeen City Local Plan and the North East quieter periods, from destinations that are not Scotland Structure Plan; and affected by aircraft departure slot constraints. To identify external impacts and set out mitigation strategies and proposals. Figure 2: Aberdeen Average Hourly Distribution over the Peak Month
Aberdeen Hourly Fixed Wing Passenger Distribution 2003 Averaged over the Peak Month 1000
750
500
250
0 012345678 91011 12 13 14 15 16 17 18 19 20 21 22 23
Hour of Day (GMT) 2-way
Dep
Arr
1.3.9 The monthly profile of passenger air transport movements is relatively constant throughout the year. This shows that airlines operating from Aberdeen are generally year round businesses with fixed frequencies.
1.4 Objectives of the Master Plan 1.4.1 As outlined in paragraphs 1.1.5 and 1.1.6, this Master Plan sets out the development strategy for the sustained and responsible growth of Aberdeen Airport to 2030. In line with the expectations of the White Paper, this document describes proposed terminal and airfield expansion and that of supporting ancillary facilities up to 2015, with indicative plans of development beyond that date up to 2030.
Aberdeen Airport outline Master Plan | November 2005 11 2 The Social and Economic Benefits of Aviation
2.1.1 The White Paper states that “Aviation makes 2.1.7 BAA Aberdeen currently pays more than £1.2 a significant contribution to Scotland’s economy and million in rates every year to Aberdeen City Council social welfare”. In BAA’s view, the responsible and, from April 2006, will pay more than £720,000 growth of air transport in Scotland can help disperse a year to Grampian Police. Unlike many other the economic and social benefits which air travel rate-payers, BAA Aberdeen maintains all the roads generates across the country and society. and services within the airport boundary and covers the costs of street lighting and all waste disposal. 2.1.2 Scotland’s main cities, namely Aberdeen, Edinburgh and Glasgow, are critical to the future 2.1.8 Since 1990, BAA has invested more than £52 health and competitiveness of the national economy million at Aberdeen Airport, creating a high-quality and it is important that their potential contribution is facility of which North East Scotland can be proud. reflected in their continued ability to grow This investment came at no cost to the taxpayer. responsibly. Aberdeen Airport is clearly well-placed The company is further committed to a ten-year to support and serve the high value-added economic £500 million investment programme across its three activities arising from Aberdeen’s position as Scottish airports at Aberdeen, Edinburgh and Europe’s oil and gas capital, as well as other growth Glasgow, with investment directed where it can best sectors such as inbound tourism and renewable satisfy demand. energy development. QUESTION: 2.1.3 In 2002, the respected Fraser of Allander Institute studied the social and economic impacts of What principal social and economic benefits do BAA’s three Scottish airports at Aberdeen, Edinburgh you associate with Aberdeen Airport and which and Glasgow. The study measured the total of these do you regard as most important to employment, output and GDP in Scotland, local people? supported by the activities at the three airports. The study did not set out to address other economic issues, such as how good air transport links might facilitate inward investment to particular parts of the UK or the role that transport infrastructure in general plays in growing Scotland’s productivity and its future ability to compete in a global marketplace.
2.1.4 The main conclusions of the Fraser of Allander report, as it affected Aberdeen, were: In 2002, the airport supported 9,000 jobs across Scotland, with more than 2,800 of those people directly employed at the airport. The remainder are employed indirectly, through supply chains and associated service-providers etc. The airport’s contribution (economic output) to the Scottish economy measures £482 million a year.
2.1.5 A copy of the 2002 Fraser of Allander report is available on our website at 1 www.aberdeenairport.com/masterplan
2.1.6 Direct employment at Aberdeen Airport is expected to increase to more than 3,000 in 2015 and to nearly 4,000 by 2030. These forecasts have been drawn from a BAA Aberdeen employment survey.
12 Aberdeen Airport outline Master Plan | November 2005 3 The Framework of Regulation and Legislation
3.1 Introduction 3.3 Regional Planning Policy 3.1.1 The Government’s role in the aviation industry 3.3.1 The North East Scotland Structure Plan was is one of principal enabler and regulator. To enable approved by Scottish Ministers on 21st December future airport development, the Government 2001. It constitutes the Structure Plan in force for exercises its influence through its own transport the purposes of Section 24 of the Town and Country policy and through the national, regional, and local Planning (Scotland) Act 1997. The Plan is prepared planning systems. To regulate existing airport jointly by the Aberdeen City and Aberdeenshire activities, Government uses primary and secondary Councils and provides a strategic planning legislation. framework for the development of the north east region to 2016. 3.1.2 There are functional and legal limits to BAA Aberdeen’s activities as an airport owner and 3.3.2 The Councils have devised a monitoring operator. For example, responsibility for airspace scheme and a series of indicators to measure policy and air traffic control respectively lies with the progress of the plan’s implementation and, where UK Government, the Civil Aviation Authority (CAA) appropriate, to highlight the need for formal and National Air Traffic Services (NATS). This chapter alterations. BAA Aberdeen believes the proposals outlines the principal controls and influences of presented in this Master Plan do not require a short relevance to Aberdeen Airport’s operation and future term alteration to the Structure Plan and can be development. considered at the next plan review.
3.2 UK Airports Policy 3.4 Local Authority Policies 3.2.1 The White Paper is the principal policy 3.4.1 Aberdeen Airport lies within the Aberdeen document with which BAA’s future plans for City Council area and is covered by the local Aberdeen Airport are aligned. The White Paper sets planning policies of the Aberdeen City District-wide out a strategic framework for the development of Local Plan, adopted in September 1991. The airport capacity in the UK up to 2030, against the Council is in the process of replacing this adopted background of wider developments in air transport. plan with a new Local Plan entitled “Green Spaces, The White Paper’s main conclusion with regard to New Places”. The Aberdeen Finalised Local Plan was Aberdeen Airport is that BAA should plan for published in August 2004 and following objections incremental expansion of the terminal and it received during the statutory consultation period, associated facilities and that land for a possible the City Council has prepared proposed changes extension of the main runway should be which were the subject of further consultation until safeguarded. 1 November 2005.
3.2.2 Government airports policy will need to be 3.5 Development Control reflected within the hierarchy of planning policy 3.5.1 All airports in Scotland have extensive documents at national and local level. Referring to permitted development rights under the provisions airport Master Plans, the White Paper states that: of Part 14 of the Town And Country Planning “The appropriate planning and transport bodies will (General Permitted Development) (Scotland)) Order need to take these into account, along with the 1992, as amended. Essentially, this allows: “the policies set out in this White Paper, in their carrying out on operational land by a relevant guidance, strategies and decisions, together with the airport operator or its agent” of development need to protect any land required for future airport (including the erection or alteration of an expansion and to provide the necessary airspace”. operational building), in connection with the provision of services and facilities at a relevant 3.2.3 BAA Aberdeen will closely scrutinise such airport, subject to the prior submission of a policy documents, relevant to the airport, which may consultation (rather than a planning application) to in future be published by regional bodies, local the local planning authority. The entitlement does authorities and other agencies. BAA Aberdeen will not include: seek to ensure that they respect, and make The construction or extension of a runway reasonable provision for, the interests of the airport, Non-operational buildings (i.e. ones unrelated to its suppliers and its users, consistent with national the movement or maintenance of aircraft, or the policy. embarking, disembarking, loading, discharge or transport of passengers, livestock or goods) e.g. hotels. Development on non-operational land.
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These exceptions require specific applications for 3.8 Aerodrome Safeguarding planning permission to be submitted for scrutiny 3.8.1 Aberdeen Airport, in common with other and determination in the normal way. major airports, is situated at the centre of a series of obstacle limitation surfaces which define, relative to 3.5.2 The Town and Country Planning (Scotland) the runway, maximum acceptable heights for Act 1997 defines operational land as land owned by buildings and other structures, such as the airport and used for the purpose of carrying out telecommunications masts and wind turbines. Some the airport’s undertakings. features in an airport’s locality, notably higher ground such as that to the north of Aberdeen 3.6 Airport Design Criteria Airport or significant buildings or structures, can 3.6.1 The UK, as a signatory to the 1944 Chicago constrain, and consequently determine, the usable Convention, is required to operate its airports in length of a runway. The protection of these accordance with specific internationally-agreed surfaces is undertaken as part of the routine criteria. In the UK, responsibility for ensuring this Aerodrome Safeguarding process. occurs resides with the Civil Aviation Authority (CAA). Airports operate in accordance with the 3.8.2 Safeguarding of Aerodromes2 is a process of terms of a licence issued by the CAA and, to obtain statutory consultation between local planning and retain that licence, operators must satisfy and authorities and airport operators. The process is continually adhere to the CAA’s exacting safety- intended to: related standards. Those affecting the design of Ensure that an airport's operation is not inhibited airports are finely detailed in a CAA publication, by developments, buildings or structures which CAP168, and are subject to revision in the light of might infringe that aerodrome's obstacle ongoing monitoring and review, including limitation surfaces international co-operation to consider such matters Protect visual flight paths by ensuring that runway as the introduction of new aircraft. approach lighting is not obscured by any development and that lights elsewhere do not 3.6.2 The development of Aberdeen Airport’s present any potential for confusion facilities will be in accordance with CAA Protect the accuracy (and therefore safety) and requirements - indeed, some developments may be efficiency of radar and other electronic aids to air implemented as a direct response to the introduction of new or revised standards. While it is navigation, e.g. by opposing wind farm not appropriate for this Master Plan to explain the developments whose turbine blades could standards in fine detail, it is worth noting that these generate an intermittent return on air traffic cover such matters as: controllers’ radar screens The layout, separation and widths of runways and Reduce the hazard from bird strikes to aircraft, taxiways associated with such land uses as waste disposal Aircraft stand sizes and apron layouts and sewage treatment, areas of open water and large landscaping schemes. Airport fire service facilities The height and design of buildings and structures. 3.8.3 Local Planning Authorities are issued with safeguarding maps which enable them to identify 3.7 Airport Security those planning applications on which BAA, or any 3.7.1 Airport security requirements are the subject relevant airport operator, must be consulted. As a of regulatory control by the Department for consequence of this consultation process, BAA may Transport (DfT). They too can have a defining choose to object to a proposal, to not object or to influence on the need for development, as well as withhold its objection, subject to the application of on the form and character of the airport facilities at appropriate conditions. Aberdeen Airport. For example, we are required by DfT to segregate departing and arriving international air passengers in the airport’s airside areas.
2 Scottish Executive Planning Circular 2/2003 – Safeguarding of Aerodromes, Technical Sites and Military Explosives Storage Areas: The Town and Country Planning (Safeguarded Aerodromes, Technical Sites and Military Explosives Storage Areas) (Scotland) Direction 2003
14 Aberdeen Airport outline Master Plan | November 2005 3 The Framework of Regulation and Legislation
3.8.4 Government targets for renewable energy (www.bwea.com/aviation). BAA Aberdeen also asks provision in the UK have resulted in a large number the Scottish Executive to demonstrate greater of proposals for land-based wind farms being recognition of this issue in its Planning Guidance brought forward in the last few years. BAA has and that Planning Authorities give serious been consulted on around 300 sites across the UK consideration to this issue when preparing their local since 2003. There have been 62 proposals assessed and strategic development plans. in the proximity of Aberdeen Airport with concerns raised in the case of 20. 3.8.8 Chapter 12 of The Future of Air Transport specified that the Aerodrome Safeguarding process 3.8.5 While the company is generally supportive of should be used to protect land, outside existing renewable energy initiatives and has no objection in airports, needed for future expansion against principle to wind farms, there remain significant incompatible development in the intervening period. concerns regarding the impact that wind turbines Revised safeguarding maps will be issued to Local can have on the safe and efficient operation of Planning Authorities in 2006, separate to this Master aircraft and airports, both in terms of their physical Plan, to ensure that BAA is consulted on any obstruction to air navigation (i.e. the height of the application which might conflict with safe structures) and, more significantly, their visibility to operations at the existing or expanded airport. radar and the potential confusion this can pose for air traffic controllers. The amount of interference 3.9 Public Safety Zones (“clutter”) generated on the radar screen depends 3.9.1 The risk of air accidents occurring within, and on the number of wind turbines, their size, in close proximity to, airports has long been the construction materials and location and on the subject of Government policy, through the clear shape of its blades. Although a number of different definition of Public Safety Zones (PSZs) which extend technical solutions continue to be investigated by backwards from a runway’s landing threshold. PSZs the Department for Trade and Industry, the British are the means by which Local Planning Authorities Wind Energy Association, civil aviation bodies and identify areas where the risk of an aircraft accident, the military, there is, at present, no approved while extremely low, may be such as to merit some solution for this problem. restrictions on the use of land.
3.8.6 The proliferation and scale of wind farm 3.9.2 The current PSZs were calculated in 1999 and proposals in Scotland, coupled with the possibility formally adopted in 2002. They were defined that these may receive consent without a technical following thorough Government studies of the risk solution being approved and implemented, gives of death or injury to people on the ground in the BAA Aberdeen and NATS serious concerns that the event of an aircraft accident on take-off or landing additional airport capacity promoted by the White at the UK’s busiest airports3. The basic policy Paper will not be achieved as airspace capacity in objective is that there should be no increase in the the Scottish Terminal Movement Area (TMA) will be number of people living, working or congregating in constrained by the introduction of preventative PSZs and that, over time, the number should be measures to ensure the safe operation of aircraft. reduced as far as circumstances allow.
3.8.7 In order to safeguard the future expansion of 3.9.3 The areas of Aberdeen Airport’s PSZs are the airport and the safe, orderly and expeditious based on the 1 in 100,000 individual risk contours flow of air traffic, BAA will continue to examine very for the airport, based on forecasts of the numbers closely any proposals for wind farms and turbines and types of aircraft movements in 2015. The DfT which are referred to the company for advice. has not published risk contours for the three Based on the expert opinion of NATS, our air traffic helicopter runways at Aberdeen, because the total control provider, BAA will continue to adopt a movements per runway in any year do not exceed precautionary approach to proposals for wind the minimum threshold for provision. turbines where we are advised that there is a risk that these might compromise the safety, flexibility or capacity of the airport. We would recommend that renewable energy developers undertake discussions at an early stage in order to identify any potential areas of concern. This can be done through direct contact with BAA’s Safeguarding Team (email [email protected]) or in accordance with the 3 Scottish Executive Planning Circular 8/2002 – Control of process outlined in the document “Wind Energy and Development in Airport Public Safety Zones Aviation Interests Interim Guidelines” available on the British Wind Energy Association (BWEA) website
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3.9.4 In addition, the Secretary of State for Transport has asked that all occupied residential properties and commercial and industrial properties occupied as normal all-day workplaces, within an area of greater risk, are vacated. The area is defined in the 1 in 10,000 contour. There are no such properties around Aberdeen Airport.
3.9.5 It is the responsibility of the Local Planning Authority to ensure that the directions contained within the Circular are adhered to.
3.10 Environmental Regulation 3.10.1 Aberdeen Airport operates within the context of a variety of nationally applicable policies and standards relating to the environment. These are described in relevant detail in Chapter 8 of this plan, which explores the scale and mitigation of Aberdeen Airport’s potential environmental effects up to the year 2015 and seeks views on BAA’s current approach.
3.11 Economic Regulation 3.11.1 The Airports Act 1986 established the framework for private ownership of airports and provides specific controls on the use and operation of airports. The status of Aberdeen Airport Limited as a relevant airport operator and Aberdeen Airport as a relevant airport is conferred by Section 57 of that Act.
3.11.2 Airlines are required to pay for the air traffic control services for the airspace through which they fly. At BAA’s Scottish airports, this service is provided by National Air Traffic Services (NATS). There is also a government tax, Air Passenger Duty, which is a levy paid directly to the UK Treasury. Charges currently range from £5 to £40 per departing passenger depending on destination.
16 Aberdeen Airport outline Master Plan | November 2005 4 Today’s Airport – Aberdeen in 2005
4.1 Introduction 4.1.1 This chapter describes the facilities of Helicopter Runway 14/32 is a visual approach Aberdeen Airport as it is today (apart from surface runway, 590 metres in length and lies in a access arrangements which are addressed in north-west to south-east direction; and Chapter 7). It details existing airport facilities and Helicopter Runway 36 is a visual departure committed developments, i.e. those projects either runway measuring 580 metres and has a north to under construction or due to be in place by the end south alignment. of 2005. 4.3.2 The main runway is complemented by a full 4.1.2 The existing airport layout and current Code D parallel taxiway system which allows for a land-use are illustrated on Drawings 1 and 2. peak hourly movement capacity of around 30 take-offs or landings per hour. 4.2 Air Traffic Control /Airspace 4.2.1 The existing air traffic control tower was 4.3.3 There are further enhancements that can be originally built in 1977 as part of the new airport made to the main runway and taxiway system, such development project. Located on an island site as the formation of new rapid access and exit between the main parallel taxiway and the CHC taxiways (RATs and RETs), which BAA Aberdeen Scotia helicopter support base, the 21 metre high believes could increase the capacity of the main structure provides clear and uninterrupted views runway to approximately 36 movements per hour. across the airfield and apron areas. These enhancements are unlikely to be needed before 2015. 4.2.2 The airspace serving Aberdeen Airport is managed by NATS and controlled from the Scottish 4.4 Aircraft Aprons Air Traffic Control Centre at Prestwick and the 4.4.1 Aberdeen Airport currently has 14 aircraft airport control tower at Aberdeen. NATS employs parking stands of various sizes for regular fixed wing long-established procedures for routing arriving and passenger operations, including one stand which departing aircraft. Although the airspace can accommodate a large Boeing 767-300 type surrounding Aberdeen is utilised by fixed wing and aircraft. All fourteen stands are “contact” stands, rotary aircraft, the procedures are such that i.e. they are located close to the terminal operations of these different aircraft types do not building/piers and passengers can walk directly to affect the other. and from the aircraft.
4.3 Runways and Taxiway System Table 2: Aberdeen Airport Passenger Stands 4.3.1 An Aerodrome Reference Code is established by the CAA in order to determine the facilities and Small Medium Large Total characteristics of an aerodrome and ensure these are Total Stands 8 5 1 14 effectively related to the needs of the aircraft for which the aerodrome will cater. There are four Small: e.g. ATR 42, Bae ATP, Boeing 737-400, operational runways in use at Aberdeen today: Embraer 145 and BAE 146 Medium: e.g. Boeing 757, Airbus 319/320 and Runway 16/34 (the main runway) is designated by Boeing 737-800 the CAA as a Code D4 runway, its dimensions Large: e.g. Boeing 767-300 being 1,829 metres long by 46 metres wide. It is equipped with a Category I instrument landing 4.5 Passenger Terminal Facilities system (ILS). It generally lies in a north to south 4.5.1 Aberdeen Airport is served by a main alignment and is used for all fixed wing passenger terminal, which opened in 1977, and four operations. Under normal operations, it can small terminals used for North Sea oil and gas accommodate any aircraft up to and including the operations. The main terminal building has been Boeing 767 or Airbus 310, however, the relatively extensively redeveloped and remodelled over the short length of the main runway restricts the years and a further 833m2 extension to the payload of medium and larger sized aircraft to the Common Departure Lounge will be complete by extent that their range point to point capability is Spring 2006. This project will provide an additional constrained; 300 seats and new retail and catering facilities for all Helicopter Runway 05/23 is a visual approach departing passengers. runway measuring 513 metres and has a north-east to south-west alignment;
Aberdeen Airport outline Master Plan | November 2005 17 4 Today’s Airport – Aberdeen in 2005
4.5.2 Internally, the building is organised such that 4.7 Air Cargo and Mail arrival facilities are generally situated at the 4.7.1 Aberdeen Airport’s cargo facilities occupy a Southern end of the building. Check-in and total land area of approximately 0.8 hectares. The baggage facilities are located in the Northern part of main cargo area is located off Forties Road and the building with security search and a Common comprises two transit sheds and warehouses Departure Lounge occupying the centre. Passengers providing approximately 1,600m2 of floorspace, walk directly from the departure lounge to Stands 1 served by a dedicated cargo apron. A third stand – 7 and an elevated walkway provides access to alone transit shed/warehouse, measuring 820m2, aircraft using Stands 8 to 14. occupied by DHL, is located immediately to the south of the main terminal. Aberdeen’s total cargo 4.5.3 A forecourt, which allows passengers to be business comprises both flown and trucked cargo, picked up and dropped off at the front of the as the airport is a focal point for trucked air-freight terminal building, forms part of Brent Road, an operators who access other major freight airports internal access road. Public transport facilities in the such as Edinburgh, Heathrow and Stansted by road. form of bus stops and a taxi rank are all located along the forecourt directly opposite the terminal. 4.7.2 In 2004, 5,300 metric tonnes of air cargo and mail were handled, representing a 9% rise on the 4.5.4 The main passenger terminal has a total of 20 previous year. check-in desks with hold baggage screening systems and seven airline branded self-service check-in 4.7.3 In the past, the cargo business at Aberdeen kiosks. A common user self-service check-in system has been constrained due to the restricted operating is planned for introduction in early 2006, which will hours requiring the airport to close between 2230 be complemented by a common check-in desk and 0600 hours. However, since the approval by arrangement enabling any airline to use any desk. Aberdeen City Council, in March 2005, of extended There is one domestic and one international opening hours, the airport has recorded a 12% baggage reclaim belt. growth in air cargo and mail throughput. This supports BAA’s long-held view that the restricted 4.5.5 There is a range of retail and catering facilities opening hours were limiting the economic potential both landside (before security) and airside (the zone of the airport and the City and Shire. Our forecasts after security). indicate that air cargo and mail throughput will grow by an average of 1.6% per year between now 4.6 Car Parking and 2030. 4.6.1 There are two public car parking areas within the airport, offering a total of 1,853 spaces. There 4.8 Aircraft Maintenance are 2,020 staff car parking spaces provided across 4.8.1 Aberdeen is a specialist centre for aircraft the airport campus, 268 of which are located to the maintenance, primarily as a result of its heliport and south of the Short Stay Car Park. Seven staff car off-shore support functions. The total land area parking spaces are dedicated to those employees occupied by maintenance facilities is 17 hectares, sharing cars. with twelve aircraft hangars providing a total of 27,000m2 floorspace. 4.6.2 Table 3 below shows the number of parking spaces by type: 4.8.2 The presence of three off-shore helicopter operators (i.e. Bristows, CHC Scotia and Bond) Table 3: Car Park Capacity dictates the need for each to have significant maintenance and repair facilities for rotary aircraft. Location Spaces Short Stay Car Park (including Fast Track spaces) 951 4.8.3 BMI Regional Airlines and Caledonian Long Stay Car Park (NCP Flightpath) 902 Airborne Engineering have an important Staff Car Parking (various sites) 2020 maintenance presence at Aberdeen, whilst British Airways have a line maintainance facility. BMI operates from the hangar located at the end of Finavon Close on the east side of the airport, whereas BA occupies a hangar at the end of Forties Road. Collectively, these sites occupy approximately 1 hectare of land.
18 Aberdeen Airport outline Master Plan | November 2005 4 Today’s Airport – Aberdeen in 2005
4.9 Ancillary Facilities airport campus and Outline Planning Permission is 4.9.1 A range of ancillary services and facilities are currently being sought for a third. The Thistle required at all airports to support the aviation Hotel is situated on Argyll Road and provides 147 business. These sometimes require a considerable bedrooms, a restaurant and several land-take and although some can be located function/meeting rooms. The Speedbird Hotel is “off-airport”, the majority need, for operational also situated on Argyll Road and is slightly larger, efficiency or regulatory reasons, to be in close offering 159 rooms, a restaurant and meeting proximity to the core terminal area. We indicate some of the more important ancillary rooms. The overall area occupied by on-airport facilities below: hotels is approximately 3.8 hectares. Airport Fire Station - Aberdeen Airport has its own airport fire service, which employs 51 staff 4.9.2 In addition to these ancillary facilities, and is operational 24 hours a day. The Fire Aberdeen Airport also has the following: Station is approximately 3,500m2 in size and is General/Business Aviation Facility located in an airside area, off Wellheads Drive on Aircraft Sanitation Unit the east side of the airfield. The airport’s fire Motor Transport Facilities training ground covers an area of 10.5 hectares Specialist Snow Clearing Vehicles and Equipment and is located in the north western part of the Emergency Rendezvous Points airport, at the end of Forties Road. The fire Engineering Workshops service has a CAT 7 designation, consistent with Contractors Compounds operations by medium sized aircraft (e.g. Airbus Office Accommodation A320) under normal operating conditions, but, Police Station with the provision of additional fire-fighters, the Taxi Feeder Rank airport fire cover can be upgraded to CAT 8 or 9 Petrol Filling Station to cater for the larger aircraft. Flying Club. Fuel Farm - There is one fuel farm located at Montrose Road, which covers an area of QUESTION: approximately 0.5 hectares. There are four surface level tanks with a combined capacity of Do you agree that the contents of Chapter 4 1.5 million litres for the storage of Jet A1 and represent a fair and accurate summary of Avgas aviation fuels. On-site accommodation Aberdeen Airport today? If not, why not? includes offices, training and staff welfare facilities. Fuel is currently delivered by tanker to the fuel farm and then by bowser to the aircraft. The previous operator of the fuel farm, Pentland Aviation Services Ltd, was granted Outline Planning Permission in 2001 to install a fuel pipeline from a proposed rail depot at Raiths Farm, close to the eastern boundary of the airport, to the fuel farm. The new operating company, Grampian Aviation Fuels Ltd is currently seeking to renew this permission. In-flight catering - There is one flight catering business at Aberdeen Airport, located on Forties Road. The operator, Alpha Catering, occupies a total site area of 3,500m2. In addition to the building, there are car-parking facilities and loading bays. Car-hire facilities – Car-hire facilities comprise of terminal facilities (desks within the arrivals area) and ready/return areas (parking spaces and modular kiosks). There are also back-up areas (servicing areas with vehicle wash and fuelling facilities and office accommodation). A total of 142 ready/return parking spaces are provided next to main staff car park. All five car hire companies have back-up facilities located on-airport, covering a total area of 0.9 hectares. Hotels – There are two hotels located on the
Aberdeen Airport outline Master Plan | November 2005 19 5 Passenger Demand – The Forecasts
5.1 Introduction expenditure at a similar rate, and trade at an 5.1.1 Following the publication of the Future of average of 4.2%. This represents a slowing down Air Transport White Paper, which predicts a of growth over recent trends. significant and consistent rise in the number of people travelling by air, it is necessary to outline 5.2.2 The catchment area of Aberdeen Airport is the range of traffic forecasts from the present day now well served by domestic air services, with a to 2030. Growth in the demand for air travel to significant proportion of travellers utilising these and from Aberdeen has been forecast using a services to transfer onwards via London, standard air traffic forecasting model which Amsterdam and Paris to international destinations. monitors various economic indicators. It is This clearly provides further scope for the assumed that growth in air travel demand is driven expansion of international air services at mainly by economic growth (i.e. GDP, trade and Aberdeen, which will to an extent entail a consumption) and changes in the price of travel substitution of international for domestic air (i.e. real air fares). travel, i.e. the component currently transferring at other airports (e.g. London Heathrow), to onward 5.1.2 The approach to passenger demand international destinations. The geographical forecasting taken by BAA and the DfT means that location of Aberdeen, the limited catchment area the actual annual passenger volume in any one for the airport, and the inevitable decline in year will be influenced by a number of economic off-shore oil and gas production are major factors variables, such as those outlined above. in determining the long term prospects for the Movements in air fares and population will also airport. determine traffic change, as will the production and exploration of North Sea oil and gas on the 5.2.3 Table 4 below illustrates the range of BAA U.K. Continental Shelf (UKCS) which influences a air passenger forecasts, as outlined above. significant proportion of Aberdeen Airport’s traffic. Consequently Aberdeen Airport’s annual passenger Table 4: Annual Passenger Forecasts (millions) demand in 2030 may fall within a wide range. For planning purposes, BAA Aberdeen has formulated Year Low Central High development plans on the midpoint of this range 2004 (Actual) 2.6 of forecasts. It is important to emphasise that if 2015 3.0 3.3 3.6 traffic growth is at the upper end of the range (as 2030 4.4 4.9 5.3 is currently the case), development will need to be Avg. growth 2% 2.4% 2.8% accelerated to meet demand, while if traffic grows a year more slowly than predicted, capacity will be provided at a later date. 5.2.4 A total of 2.66 million passengers used Aberdeen Airport during 2004. Under our central 5.1.3 Forecasts included in this section relate to case (i.e. most likely) forecasts, passenger volumes the following: are expected to reach 3.3 mppa (million Annual passenger figures passengers per annum) by 2015 and 4.9 mppa by Annual aircraft movement figures 2030. However, it is important to recognise the Peak hourly runway movement figures considerable growth experienced over the past 18 Passenger aircraft stand figures months and the impact similar growth rates would Air cargo and mail tonnage figures have in the future. New and greater capacity on Public car parking figures. fixed-wing services, greater investment activity in the off-shore energy sector and a renewed focus 5.2 Air Passenger Forecasts on inbound tourism could quite easily see the 5.2.1 The econometric model used to produce airport reach the “high case” of 3.6 mppa before unconstrained passenger demand forecasts 2015. The Final Master Plan will incorporate incorporates the best estimates of economic updated forecasts from a 2005 calendar year growth, real fares and other variables. The model baseline. delivers an average annual increase in passenger figures of 2.4% over the period to 2030. GDP for the UK is assumed to grow at an average annual rate of 2.1% over the period, consumer
20 Aberdeen Airport outline Master Plan | November 2005 5 Passenger Demand – The Forecasts
5.2.5 During 2004, Aberdeen Airport handled Table 5: Annual Passenger Air Transport 620,000 international passengers. Of this figure, Movement Forecasts 80% of all passengers were utilising traditional full-service carriers such as BMI British Midland, Air Year Low Central High France and KLM, 11% used so-called “no-frills” 2004 (Actual) 82,525 carriers such as Ryanair and 9% flew with charter 2015 76,000 83,500 91,500 operators such as Spanair and Futura. Average 2030 81,000 92,600 104,500 annual growth in the international market of Average Growth +0.1% +0.5% +0.9% around 4% over the full period is forecast. Of this, the “no-frills” share is expected to increase, 5.3.2 In terms of air transport movements, BAA’s significantly, to around 40% of international forecasts show a moderate overall increase as the traffic. Domestic passengers (including decline in off-shore oil and gas production reduces helicopters), as a proportion of the total, are the number of helicopter movements. Fixed wing forecast to decrease from the current 75% to air transport movements are forecast to increase 65% by the end of the period. Helicopter traffic is by 1.6% per annum over the period from 65% of forecast to reduce by 3.0% per annum over the total movements to 85%. forecast period, moving from around 15% of total traffic to 4%, reflecting the anticipated decline in 5.3.3 Table 6 below shows the range of BAA off-shore oil and gas production. forecasts for the peak runway movements.
5.2.6 It is assumed that general, short-term Table 6: Peak Fixed Wing Runway Movement improvements in rail services will have little impact Forecasts Per Hour (exc. Helicopters) on domestic air services to and from Aberdeen. However, significant impacts would no doubt Year Low Central High result from any future development of high-speed 2004 (Actual) 20 links, similar to the TGV or Eurostar, between 2015 22 24 26 Aberdeen and England. Given the current lack of 2030 24 26 29 commitment to deliver rail investment on this scale in Scotland or the rest of the UK, the forecasts 5.3.4 BAA does not believe that the capacity of must assume that domestic rail competition will Runway 16/34 will be a constraining factor in the have a minor effect, less than 1%, on the growth airport’s continued growth, in the planning of domestic air travel demand beyond 2025 to horizon set out in this Master Plan. It would be and from Aberdeen. possible to increase the capacity of the main runway to around 36 movements per hour 5.2.7 Foreign-based passengers, i.e. those through the provision of additional rapid access passengers whose homes are not in the UK, and exit taxiways (RATs and RETs) and by the currently represent 20% of the total passenger construction of additional sections of parallel base. This number is forecast to increase to 31% taxiway, if required. by 2015 and to 35% by 2030, underlining a need for Aberdeen’s total number of available hotel 5.4 Passenger Aircraft Stand Forecasts beds to increase in support of the area’s growing 5.4.1 In 2004, the actual requirement was for 14 inbound tourism business. This figure alone stands, against available capacity of 14 stands. At presents the North East of Scotland with an this peak, one aircraft was large, five medium size excellent opportunity in terms of inbound tourism. and eight small aircraft.
5.3 Passenger Air Transport Movement 5.4.2 By 2015, peak aircraft stand demand is Forecasts expected to be in the range of 16 to 18 stands, 5.3.1 Table 5 above right shows the range of BAA with a central case forecast of 17 stands. By forecasts for the annual number of passenger air 2030, peak stand demand is likely to be in the transport movements. range of between 21 and 25 stands, with 23 stands reflected in the central forecast. Table 7 over shows the BAA range of forecasts for passenger aircraft stands by size.
Aberdeen Airport outline Master Plan | November 2005 21 5 Passenger Demand – The Forecasts
Table 7: Passenger Aircraft Stand Forecasts 5.5.4 Table 8 outlines indicative BAA forecasts for air cargo and mail tonnage. Year Small Medium Large Total Low-High Low-High Low-High Low-High Table 8: Air Cargo and Mail Tonnage Forecasts 2004 (Actual) 75214 2015 6-8 8 2 16-18 Year Cargo and Mail 2030 6-8 12-14 3 21-25 2004 (Actual) 5,300 2015 6,800 S: e.g. BAE ATP, B737-400, Embraer 135/145 2030 8,600 and BAE146 Avg. growth 1.6% M: e.g. B757, A320 and B737-800 a year L: e.g. B767-300, B787-300 5.6 Public Car Parking Forecasts 5.4.3 As highlighted earlier, the growth in 5.6.1 Table 9 below shows the range of BAA medium sized stands is driven by the forecast forecasts for public car parking space demand. growth in international short haul routes together with airline fleet changes to modern Airbus (e.g. Table 9: Public Car Parking Space Demand A321) and Boeing aircraft (e.g. B737-800/900). Forecasts New higher performance aircraft types are also expected to enter the marketplace during the Year Low Central High forecast period, such as the Boeing 787. Short/Long Short/Long Short/Long 2004 (Actual) 870 / 820 5.5 Air Cargo and Mail Forecasts 2015 1,020 / 1,200 1,110 / 1,290 1,200 / 1,390 5.5.1 As noted in Chapter 4, Aberdeen’s air cargo 2030 1,420 / 2,300 1,570 / 2,440 1,720 / 2,670 and mail business was, until earlier this year, constrained due to the restricted opening hours. 5.6.2 The forecasts suggest that in the period to During 2004, Aberdeen Airport handled 5,300 2030, the demand for short stay car parking is metric tonnes of air cargo and mail. Since March likely to double, relative to the 2004 figures, while 2005, however, when planning restrictions were the demand for long stay car parking will increase lifted, air cargo and mail volumes have increased three-fold over the same period. significantly (+12%). This growth clearly demonstrates that cargo operators and freight QUESTIONS: forwarders are responding to the City Council’s important decision, which provides the operator In 5.1.1, we assume that growth in air travel with certainty that their aircraft can arrive or is driven primarily by economic growth and depart if they are delayed in the evening period, the price of air travel. Do you share this view when cargo movements are more common. and if not, what drivers do you believe facilitate growth? 5.5.2 BAA Aberdeen has, through the Aberdeen Airport Business Development Forum, For planning purposes, BAA Aberdeen bases commissioned a study into the current and future its medium and long-term development plans market potential for air cargo and mail at the on the midpoint of the range of forecasts. Do airport. The results of this study could influence you agree that this is a sensible strategy and the conclusions of the Final Master Plan. if not, why not?
5.5.3 The anticipated growth in international air In 5.2.6, BAA Aberdeen outlines its view that passenger services is also expected to facilitate UK rail developments will have little effect on sustained growth in Aberdeen’s air cargo and mail the growth of air travel. Do you share this business over the forthcoming years. view and if you do not, why not?
22 Aberdeen Airport outline Master Plan | November 2005 6 Land Use to 2015
6.1 Introduction 6.2.2 The new Scottish Air Traffic Control Centre 6.1.1 It is predicted that in 2015, Aberdeen Airport currently being constructed at Prestwick is due to will be handling up to 3.6 million passengers a year. supersede the existing Scottish control centre in The White Paper states that: “There is a good case 2009 and will offer the potential for increased for the existing terminal to be developed airspace capacity through the delivery of new incrementally to reflect the increase in traffic”. The technology. White Paper also acknowledges that an extension to the main runway should be evaluated. It states that: 6.2.3 BAA understands that NATS plans to “There may also be a need for an extension of the undertake a major review of the Scottish air traffic main runway to allow for a wider range of aircraft area in 2009 in order to deliver additional airspace types to use the airport and to enable existing users capacity. The promoter of any changes in published to fly longer sectors with full payloads. We invite the airspace routes must follow a specified public airport operator to reach a firm view on their future consultation process prior to approval by the CAA. requirements in this respect, so that the necessary land can then by safeguarded”. 6.3 Runways and Taxiway System 6.3.1 As noted in paragraph 6.1.1 above, the White 6.1.2 This section of our Outline Master Plan details Paper acknowledged the need for a possible runway the developments which will be required to cope extension at Aberdeen and requested that BAA with the scale of growth for all aspects of the undertake a detailed assessment on the issue. airport’s operation up to 2015. Within this timescale, BAA Aberdeen believes that the land located at 6.3.2 Some types of new generation aircraft Dyce Drive and owned by BAA and other third currently operating into Aberdeen Airport, or likely parties will be developed for a range of uses, in to be introduced soon by existing carriers (e.g. accordance with Aberdeen City Council’s Planning Boeing 737-800 and Airbus A321), operate with Brief, approved in March 2004. Drawing 3 passenger payload restrictions due to the landing highlights that the airport development to 2015 is distance available at Aberdeen. This is due to their largely undertaken within the existing boundary, the slightly larger size and greater overall weight. exception being the area of land located at Dyce Operating aircraft with a reduced payload reduces Drive. the economic viability of existing routes and the continued operation of such routes could be 6.1.3 The development of facilities will take place jeopardised if the runway length is not increased. incrementally, to ensure as far as possible that additional capacity closely matches passenger 6.3.3 The length of the current runway is also demand. It must be emphasised that if traffic insufficient for departing aircraft which regularly use continues to grow at the rates experienced over the Aberdeen to operate non-stop direct services further past 18 months, then it will be necessary to into Southern and Eastern Europe and North Africa. accelerate parts of the expansion programme. The present runway length limits the fuel that can Similarly, a slowdown of growth would be reflected be carried by departing aircraft and this directly in development of new or replacement facilities at a affects the aircraft range. Data provided to BAA later stage. The exact nature and timing of the Aberdeen by established carriers suggests that developments outlined in this section will always be significant increases in range could be achieved subject to detailed financial and environmental using existing aircraft types with full passenger evaluation. Consequently, the precise location and payload from a runway with an extension of up to configuration of capacity enhancements may be 300m. subject to change. 6.3.4 Such an extension would provide a maximum 6.2. Air Traffic Control/Airspace runway length of 2,129 metres, meaning that 6.2.1 In preparing this plan, BAA has assumed that aircraft could fly for further distances from Aberdeen the capacity of the airspace surrounding the without the need for re-fuelling stops, thus airports, and of the corridors and airspace across improving route viability and enhancing Aberdeen Scotland and the UK generally, will grow to Airport’s appeal to airlines. Destinations such as accommodate the forecast growth in traffic. those around the southern Mediterranean (e.g. Malta and Cyprus) and the Canary Islands (e.g. Tenerife) would come within point-to-point range of Aberdeen, a situation that is not possible today without inconvenient en-route stops.
Aberdeen Airport outline Master Plan | November 2005 23 6 Land Use to 2015
6.3.5 BAA Aberdeen will therefore, through the A new safeguarding map, endorsed by the CAA, will statutory planning process, seek the approval of be lodged with the LPAs (Local Planning Authorities) Aberdeen City Council for its planning application at the same time as the final Airport Master Plan. for a 300 metre northern extension to the main The map will be subject to review every five years in runway. Approval of this application will mean that line with the review process for the Airport Master new, quieter and cleaner aircraft types can operate Plans, as specified in DfT and Scottish Executive as efficiently as possible from the North East. A full guidelines. Environmental Impact Assessment is being prepared by BAA and the resultant Environmental Statement 6.4.3 The LPA will use the new map as a filter for will be submitted to the Planning Authority in determining which applications should be sent for support of the application in due course. The assessment under the safeguarding regime. BAA project is likely to be delivered in phases to meet the will receive and assess the applications against the demands of existing and new carriers and their constraints for the existing runway and against routes. All of the land required for this development those for an extended runway and the impacts from is currently within the ownership of BAA. each will be recorded separately. If there are impacts from an existing runway these would be 6.3.6 In addition to a 300 metre Northern extension dealt with as they are now, in that BAA can choose of the main runway, our Outline Master Plan to object, not object or not object subject to the proposals to 2015 also indicate the possibility of a application of appropriate conditions. further extension to the South, if required. This development would provide further opportunities to 6.4.4 Where an impact from a future extended airlines in terms of payload and range. runway is identified, BAA will notify the LPA and advise whether any changes can be made to remove 6.3.7 The airport will also consider the introduction the potential conflict. If appropriate, BAA will work of Category II ILS equipment and the necessary with the LPA and developer to explore the issues in infrastructure changes which will permit aircraft to more detail. As long as a planning application for a operate in reduced visibility conditions. extended runway has not been approved and the future design and operation remains uncertain, BAA 6.3.8 It is anticipated that the helicopter runways does not intend to object to any development will be utilised in exactly the same way in the period proposal which conflicts with the Aerodrome to 2015, with no increase in usage. Safeguarding constraints associated with that runway. BAA’s response will simply seek to inform 6.4 Future Runway Safeguarding Policy the LPA and developer that, should BAA proceed 6.4.1 The purpose of Aerodrome Safeguarding is to with a future runway extension project at the protect the operation and development of airports airport, there is a likelihood that it will conflict with and air navigation aids (e.g. radars). However, there the development outlined in their planning are limitations when applying this process in application. The aim of this approach will be to preserving the capability of a future extended ensure that the developer is fully aware of the runway. Identifying and protecting the land within timing, implications, risks and potential outcomes if an extended airport boundary is a straightforward they proceed with their plan. process but beyond the extended boundary it is much more difficult, particularly where the extent of 6.4.5 Once a planning approval has been obtained future runway extensions may not be finalised for for a runway extension, any planning application many years and when flexibility needs to be sent to BAA for consultation would then be dealt maintained to accommodate specific, and as yet with as if that extended runway were operational. unknown, circumstances which might arise in the That is to say that BAA would then choose to future. object, not object, or not object subject to the application of appropriate conditions. 6.4.2 In formulating a policy for Aerodrome Safeguarding around possible runway extensions, 6.4.6 Any development carried out which conflicts BAA has considered how best to retain the flexibility with Aerodrome Safeguarding criteria might still be to deal with different development scenarios should subject to a potential Compulsory Purchase Order these occur, while remaining flexible enough to deal (CPO) at a later date. In extreme cases, BAA could with a specific runway design as definition is still choose to object to a proposal if it considered achieved. BAA Aberdeen considers it prudent to that the overriding circumstances warranted this safeguard what it considers to be the most realistic course of action. However, this is only likely to runway development options - based on the occur in exceptional circumstances. information available at the current time.
24 Aberdeen Airport outline Master Plan | November 2005 6 Land Use to 2015
6.4.7 There are a number of advantages in 6.6 Passenger Terminal Facilities adopting this policy: 6.6.1 It is envisaged that Aberdeen Airport will BAA would not be objecting unnecessarily to continue to be served by the main passenger proposals which could prove to be acceptable in terminal and the separate helicopter terminals in the the future, as a runway extension design develops period to 2015. Elements of the main terminal are Very few objections are likely for developments reaching their design capacity and will therefore proposed prior to a definitive runway extension require to be extended in a phased development design being agreed and approval being granted programme to cater for passenger growth up to by a Local Authority 2015. Developers will be fully informed of the issues when considering whether to proceed with their 6.6.2 Additional terminal capacity will be required own development. It is worth noting that any for check-in, baggage processing, baggage reclaim, development which infringes safeguarding criteria departure lounges and boarding gate facilities. The may not automatically need to be removed. It will first project, which will be completed by Spring depend on many factors, such as predominant 2006, involves a 833m2 extension to the departure traffic type, method of operation, location, height, lounge. This development will provide greater adjacent obstacle environment and regulatory circulation space for passengers and an improved considerations. A risk assessment would be retail and catering offering. undertaken to determine the likely requirements during the detailed design of the future extension. 6.6.3 Following this development, there will be Developers would remain protected in that, further expansion of the main terminal, to provide should the runway extension go ahead, they additional space and facilities, primarily for would be compensated at that time under the passengers arriving from international destinations. Compulsory Purchase Order mechanism. This £5 million project is at design stage and will be phased over two years. We aim to increase the 6.4.8 The safeguarding associated with possible number of baggage belts and to meet the changing runway extensions will be linked to the Master Plan needs of HM Customs & Revenue and HM review process. As understanding of the need for a Immigration. runway extension evolves (and any detailed design develops), this will be incorporated into the revised 6.6.4 In order to improve the facilities and provide Master Plan and, at the same time, the appropriate capacity for those passengers using Stands 8 – 14, safeguarding can be undertaken in conjunction with BAA Aberdeen intends to enlarge the northern the LPA. elevated walkway with new gate-rooms and business lounges. The first phase of this £2.5 6.5 Aircraft Aprons million project will start in 2006. 6.5.1 As mentioned in Chapter 5, forecast demand is for up to 18 stands by 2015. Under our central 6.6.5 In addition to these significant terminal forecast of 17 stands, this would require the development projects, there will be an ongoing building of at least three new stands over the next programme of refurbishment and renewal of ten years. However, given the current rate of existing facilities, to ensure that Aberdeen Airport growth, the preferred airfield development strategy can respond to changes in technology, airline needs in the period to 2015 is to develop four additional and passenger expectations as appropriate. stands adjacent to Taxiway Delta to the West of the main terminal and towards the Bristows helicopter 6.7 Car Parking base, utilising land currently used to park small 6.7.1 Additional capacity for short-stay car parking aircraft (see Drawing 4). will be required before 2015 and will need to be sited in close proximity to the main terminal. The 6.5.2 The forecasts highlight a requirement for an short-stay product is typically, though not exclusively, increase in medium-sized stands to accommodate used by business passengers for durations of up to such aircraft as the Boeing 737-800 and Airbus three days. The additional capacity is likely to be 321-200. This need reflects the expectation that provided by the development of land to the South Aberdeen Airport will be handling more of the main terminal, currently under the ownership international services in the future. of Ribnort Ltd. Alternatively, the installation of “decks” above the existing Short Stay Car Park could be developed.
Aberdeen Airport outline Master Plan | November 2005 25 6 Land Use to 2015
6.7.2 BAA Aberdeen will also seek to provide Where practicable, the sites of existing facilities will additional long stay public car parking capacity. This be further developed to provide this extra capacity. product caters predominately for passengers Where site constraints exist, or the site is required travelling on short breaks or for longer holidays and for other uses, then facilities may need to be the anticipated growth in direct international relocated. services will see higher volumes of passengers travelling from Aberdeen for such purposes. A 6.10.2 BAA Aberdeen has allocated approximately possible site for additional long stay car park 22 hectares of land for ancillary and commercial provision is the land zoned for commercial use on uses in this Outline Master Plan in the period to Wellheads Drive, as shown on Drawing 4. 2015. These areas are shown on Drawing 4 and represent the most suitable locations for these uses. 6.8 Air Cargo and Mail 6.8.1 While sustained growth in air cargo and mail 6.10.3 It is anticipated that a further increase in the is expected to be facilitated by new cargo and mail provision of hotel beds at Aberdeen Airport will be services and new direct international passenger required before 2015 and will most likely be met by services, the development of new facilities will be the construction of one new on-airport hotel. BAA undertaken only as a result of specific requests from Aberdeen looks forward to the decision of the City cargo operators. Council on an Outline Planning Application for such a development, on a site to be accessed from Argyll 6.8.2 Additional land for cargo uses will Road. If this application is approved, Airport Property undoubtedly be needed, however, BAA Aberdeen Partnership, a newly created joint venture between believes this demand can be met in one of two BAA plc and Morley Fund Management, will carry ways. Firstly, by the development of cargo facilities forward this project. on part of the land owned by BAA Aberdeen or third parties at Dyce Drive or, alternatively, through 6.10.4 A further increase in on-airport hotel the re-development of existing helicopter support accommodation will be delivered through a 40 facilities which may no longer be required as a result bedroom extension to the existing Speedbird Hotel, of the expected reduction in off-shore oil and gas planned for completion in late 2006. activity. The conclusions of the cargo study commissioned by the Aberdeen Airport Business 6.11 Landscaping Development Forum and referred to in paragraph 6.11.1 As the airport campus develops, appropriate 5.5.2 will have a bearing on the total land allocation landscaping provisions will be made, to maintain the in the Final Master Plan. existing high standards without compromising aircraft safety through the attraction of birds to the airfield. 6.9 Aircraft Maintenance 6.9.1 As the number of fixed-wing services and QUESTIONS: movements grow in the period to 2015, so too will the requirement for maintenance facilities to meet Section 6.1.3 outlines BAA Aberdeen’s intention the specific repair and overhaul requirements of to develop the airport incrementally, to ensure airlines operating to and from Aberdeen. It is capacity more closely meets demand at all anticipated that some of the existing helicopter times. Do you agree with this approach and if maintenance and support facilities that may no not, why not? longer be required as a result of the reduction in off- shore oil and gas activity will be converted or re- The need for an extension to the main runway developed to support the growth in fixed wing is considered in section 6.3. Do you agree that maintenance, negating the need for additional and greater runway length and capability is unnecessary land take. required? If not, why not?
6.9.2 Consequently, no new areas of land have In the period to 2015, are there any other been allocated in this Outline Master Plan for facilities you would like to see developed at maintenance in the period to 2015 (see Drawing 4). Aberdeen Airport? Please list these, along with a brief rationale. 6.10 Ancillary Facilities 6.10.1 As the number of air passengers increases, the demand for land to house extended support services will also rise. Some examples of the types of additional support facilities needed were given in Chapter 4.
26 Aberdeen Airport outline Master Plan | November 2005 7 Surface Access (Transport Links) to 2005
7.1 The Surface Access Strategy in Context an expanded airport and to promote, as far as 7.1.1 The scale of aviation activity and growth at practicable, mode shift from private cars. Aberdeen Airport has a direct bearing on the demand for ground transport connections. The 7.2 Existing Surface Access Infrastructure association between airport activity and the demand 7.2.1 The main access route to the airport is Dyce for road, rail and even non-motorised travel is Drive, providing a direct link to the airport road complex and requires full understanding of a wide network, which is controlled and maintained by BAA range of passenger and airport servicing Aberdeen. requirements. Air passengers, people accompanying or meeting them, and staff, account for the majority 7.2.2 Dyce Drive connects with the A96(T) of journeys, with some goods traffic serving the Aberdeen to Inverness road, which is the critical link airport’s supply chain and cargo operation. between Aberdeen Airport, the city centre and the wider road network in North East Scotland. The road 7.1.2 BAA Aberdeen recognises the importance of network close to the airport and across the city in monitoring, planning for and managing the demand general suffers from severe congestion during peak associated with its operation and the prominence times, resulting in unreliable journey times. Whilst that this issue has been given within UK the airport is a significant generator and attractor of Government and Scottish Executive policy. Early road traffic, the daily passenger profile and staff recognition of the importance of developing better shift patterns are such that it is far from the main surface access options prompted each of BAA’s three cause of congestion on the road network. airports in Scotland, including Aberdeen, to establish an Airport Transport Forum, which in turn developed 7.2.3 Table 10 below shows the current method of a long-term Surface Access Strategy. This document transport used by passengers accessing Aberdeen was published in 2002, with due cognisance of the Airport. The information shown has been derived Scottish Executive’s request that all local authorities from the emerging results of the 2005 CAA develop Local Transport Strategies. Passenger Survey currently being conducted at the Airport. A full set of results and analysis is expected 7.1.3 The Aberdeen Airport Surface Access Strategy by Spring 2006 and will be included in the Final was developed in consultation with the Master Plan. organisations that make up the Airport Transport Forum, such as Aberdeen City and Aberdeenshire Table 10: Existing Modal Split – January to June Councils, Scottish Enterprise Grampian and the 2005 Scottish Executive and sets three broad objectives relating to surface access: Mode of Transport % To increase the percentage of passengers using Private car 49.3 public transport from 4.5% to 7% by 2007 Bus/Coach 4.8 To reduce single-occupancy car journeys by staff Taxi 37.8 from 87% to 77% by 2007 Hire car 6.4 To develop an integrated transport strategy. Other 1.7
7.1.4 The strategy makes clear BAA’s view that while improvements in public transport access are 7.2.4 Bus services currently represent the main important and increasingly desirable, road public transport connection from the Airport to developments in the wider City and Shire are of Aberdeen Bus Station and various other points in increasing long-term significance, given the the city centre. Two operators, Stagecoach Bluebird disparate nature of passenger origin and demand and First Aberdeen, operate five routes and service and the limited capability of public transport to serve patterns to the extent that daytime and evening such a geographically-dispersed customer base. This frequency is approximately every 15-20 minutes. The perspective means Aberdeen Airport continues to majority of the routes directly serve the main promote the existing regular bus services in an effort terminal building, with the east (Dyce) side of the to meet its objective of 7% public transport use. airport served by First Aberdeen’s No.18 route which offers a 15 minute frequency to the city centre. 7.1.5 A review and update of the Airport Surface Access Strategy to cover the period from 2007 to 7.2.5 Stagecoach Bluebird’s services operate 2015 will commence next year, to determine the between 04:25 and 23:30 and First Aberdeen’s main surface access improvements necessary to facilitate service (No.27) operates between 05:50 and 18:10.
Aberdeen Airport outline Master Plan | November 2005 27 7 Surface Access (Transport Links) to 2005
The published journey times for all services is 7.3.2 BAA Aberdeen will continue to explore any approximately 25-35 minutes, though at peak times initiative which could improve surface access links to this time can be longer. the airport. The Scottish Executive, Aberdeen City Council and NESTRANS, the North East Scotland 7.2.6 In addition to high-frequency local bus Regional Transport Partnership also wish to see services, Stagecoach Bluebird operates a weekday better surface access provision to and from the service linking the airport with Ellon Park & Ride in airport. During 2006, we will work with our Aberdeenshire and an hourly express service to partners to bring forward a revised Surface Access destinations such as Keith, Elgin, Nairn and Strategy which will identify in greater detail the full Inverness. package of transport improvements BAA believes will be necessary to support the airport’s growth to 7.2.7 Dyce Station is an unstaffed rail halt located 2015. adjacent to the eastern perimeter of the airport, though air passenger patronage accounts for less 7.3.3 What is clear is that the majority of than 1% of total mode share to/from the Airport. passengers will continue to access the airport by This is primarily due to the location of Dyce Station road, principally by private car but also by bus and relative to the main terminal building and two off- taxi. We therefore welcome and strongly support shore helicopter terminals and an infrequent service the commitment by the Scottish Executive, provision (1 – 2 train services per hour at peak Aberdeen City and Aberdeenshire Councils to fund times). and construct the Aberdeen Western Peripheral Route (AWPR). When completed, the AWPR should 7.2.8 The current public transport mode share of reduce peak time congestion for passengers wishing approximately 5% (relative to 4.5% in 2001) to access the airport from the city centre and from demonstrates that despite improvements to the the wider catchment areas north and south of range and frequency of the bus services, a Aberdeen. It will also enable the implementation of significant proportion of passengers prefer to use further bus priority measures on surface roads other modes. The sizeable mode share of the taxi serving the airport providing the opportunity for market to and from Aberdeen is indicative of the more reliable journey times. Drawings 4 and 5 show airport’s high volume of business passengers. the position of the AWPR relative to the airport and the alignment of the associated link road to serve 7.2.9 Our transportation consultants, Dougall Baillie the proposed development site at Dyce Drive, Associates, undertook a study of the airport road Kirkhill Industrial Estate and the airport. network during June 2003 to identify what improvements to the BAA controlled roads would be 7.3.4 Aberdeen Airport’s internal road system has required to support the growth of the airport. The not changed significantly since it was built in the consultants’ report concluded that the Dyce Drive mid 1970s. Drawings 4 and 5 indicate the possible and Argyll Road junction will need to be improved improvements to the internal road system, with an as it is frequently operating at or above its design extension of the forecourt and a new section of capacity with large queue lengths observed during Brent Road to loop back into Argyll Road. These the morning and afternoon peaks. BAA Aberdeen improvements may need to be delivered to facilitate has opened discussions with the City Council, as the expansion of the main terminal building and Roads Authority, to establish the most appropriate associated landside ancillary facilities. BAA Aberdeen solution to this key network constraint. intends to prepare a landside development strategy, which will consider the airport road network in 7.3 Future Surface Access Infrastructure greater detail. As noted in paragraph 7.2.9, a 7.3.1 Good surface access will be critical to the solution to reduce the peak time congestion future ability of Aberdeen Airport to grow. The key experienced at the Dyce Drive/Argyll Road junction issue for BAA Aberdeen is general road traffic will be progressed in partnership with the City congestion in the airport’s immediate surroundings Council. and specifically that which is unconnected with the airport. BAA Aberdeen believes that this will have a 7.3.5 NESTRANS is leading a project to provide a growing and significant impact on the airport if it is regular rail service across the City and Shire between not adequately addressed. It is important that Inverurie, Aberdeen and Stonehaven. In the short to passengers can access the airport efficiently and medium term, the project aims to deliver a half- reliably. If they cannot, then the future natural hourly service along the route, which includes Dyce growth of the airport will be restricted. Station.
28 Aberdeen Airport outline Master Plan | November 2005 7 Surface Access (Transport Links) to 2005
7.3.6 In the longer term (i.e. post 2011), the project aims to provide a number of new stations in the north and south of the city and a 15 minute service frequency along the route. However, as this project depends on major infrastructure improvements on the Aberdeen to Inverness line and additional rolling stock, neither of which have any funding commitment, it is unclear what mode shift benefits will be accrued by air passengers or staff travelling to Aberdeen Airport in the short term.
7.3.7 BAA Aberdeen will continue to work with NESTRANS and other bodies such as the Dyce Transport Management Organisation to investigate options for improving public transport links between Dyce Station and the airport’s terminals and hotels.
QUESTIONS:
Do you agree with the appraisal of surface access issues given in this section? If not, please explain any other transport matters that concern you or your organisation.
Do you agree that new road capacity and improvements (including the Aberdeen Western Peripheral Route) must be developed in line with strategies to promote public transport improvements and usage? If not, why not?
Aberdeen Airport outline Master Plan | November 2005 29 8 Managing External Impacts to 2015
8.1 Sustainable Development and which enjoy significant employment benefits as Responsible Growth well as enduring local impacts. 8.1.1 BAA Scotland’s airports are and will continue to be managed and developed in the 8.1.6 BAA Scotland will always work hard to context of the Government’s strategy for maintain effective working relationships with a sustainable development. In 1999, in A Better wide range of stakeholders, including local Quality of Life, this identified four objectives for communities, passengers, airlines, staff and sustainable development: control authorities, in a way which promotes the Social progress which recognises the needs of social and economic benefits and which seeks, everyone wherever possible, to minimise the disbenefits. Effective protection of the environment Our ultimate aim is to secure the widest possible Prudent use of natural resources support for the development and management of Maintenance of high and stable levels of Aberdeen Airport. economic growth and employment. 8.1.7 BAA Scotland has a first-class track-record in 8.1.2 The Government published a new strategy, funding and delivering high-quality airport Securing the Future, on 7 March 2005, to which capacity infrastructure at no cost to the tax or rate we will give thorough consideration while payer. The Government can have confidence in finalising this plan. The new strategy outlines how BAA’s proven ability to deliver major projects in a the Government will develop its sustainable responsible way. development policy – building on the earlier strategy, not departing from it. Five guiding 8.2 Safeguarding the Environment principles are to form the basis of policy in the UK: 8.2.1 BAA Scotland recognises that the UK Living within environmental limits Government, the Scottish Executive and a number Ensuring a strong, healthy and just society of regulatory agencies will need to be satisfied Achieving a sustainable economy that the environmental implications of airport Promoting good governance expansion can be managed in a manner which Using sound science responsibly. would not lead to unacceptable impacts. BAA Scotland recognises that the biggest global 8.1.3 The new strategy also specifies four priority environmental issue facing aviation is its areas for action: contribution to greenhouse gas emissions. BAA Sustainable consumption and production believes that international aviation emissions Climate change and energy should be brought within the Kyoto framework as Natural resource protection and environmental soon as possible. We believe that the most enhancement effective solution to address aviation’s contribution Sustainable communities. to climate change is through the system of tradable permits in emissions – emissions trading - 8.1.4 More information on BAA’s, and BAA and BAA consistently pressed for EU aviation’s Scotland’s, sustainable development programme is greenhouse gas emissions to be brought within available at 1 www.baa.com/sustainability. the EU Emissions Trading Scheme. This development will force the aviation industry to 8.1.5 Responsible growth of air transport and make a straightforward choice: either cut airports should only be undertaken where it is emissions or pay for permits which will fund aligned with these key national sustainability innovation in other industries to deliver matching objectives. However, there is clearly a balance to emissions reductions. be struck in weighing up the social and economic benefits to the UK and its communities and the environmental impacts of aviation. While there are real environmental issues which require a clear specific response, such as the Earth’s capacity to handle greenhouse gases, it is also necessary to recognise economic and social costs and benefits, not least in the communities around airports,
30 Aberdeen Airport outline Master Plan | November 2005 8 Managing External Impacts to 2015
8.2.2 For people living under flight paths or close 8.3.4 Following the approval of extended opening to an airport, noise is a major concern and its hours by the City Council in March 2005, BAA effective management is an important part of our Aberdeen entered into a legal agreement which ability to deliver responsible growth. While introduced strict measures to minimise and aircraft are becoming progressively quieter, there is mitigate noise impacts during the night period no avoiding the fact that increased capacity will (defined as 23:30 and 06:00). In summary, the inevitably lead to larger noise footprints around legal agreement requires BAA Aberdeen to: airports. BAA believes that airlines and Only allow aircraft within the Quota Count (QC) manufacturers must make further progress to range of Exempt to 4.0 to operate during the improve their performance and standards. night period; Submit an annual report to the Council on the 8.2.3 The remainder of this chapter considers in actual number and percentage of aircraft more detail the following issues: operating at the airport during the period 23.30 Air Noise – 06.00 in the categories of QC Exempt to QC Ground Noise 4.0 and the total number of night movements Air Quality and percentage of night movements of QC 0.5 Water Environment and QC 1.0 classified aircraft; Biodiversity Impose surcharges on noisier, heavier aircraft Land Take Offer reduced charges to the quietest aircraft; Waste Management Continue to log and investigate all noise Energy Use / CO2 – airport operation complaints and respond to these within five Heritage working days. An analysis of noise complaints will continue to be provided to the Airport 8.3 Air Noise Consultative Committee and an annual analysis 8.3.1 The term ‘air noise’ refers to noise from will be provided to the City Council; and aircraft in flight or on an airport runway during Undertake an annual ambient noise survey in the take-off or after landing. BAA Aberdeen has a June each year, using agreed methodology, and role to play in the control of air noise around submit the results to the City Council. Aberdeen, and does so through the introduction of a number of measures, such as the introduction 8.3.5 While BAA Aberdeen’s degree of direct of higher landing fees for noisier aircraft, the control over the noise climate is limited, BAA plc introduction, by the air traffic control provider, of and the airport is able to take a number of take-off flight paths (noise preferential routes) additional steps to address the monitoring and that, as far as practicable divert aircraft away from reporting of air noise and a variety of means more densely-populated areas, and various whereby the impacts of noise are less. In measures to minimise ground noise. summary, these are: Annual ambient air noise monitoring in local 8.3.2 National Air Traffic Services (NATS) is communities responsible for air traffic control in the UK, and Setting differential airport charges which their unit at Aberdeen directs activity on the encourage airlines to operate quieter aircraft ground at the airport (i.e. movements on the types runway and the entire taxiway network). NATS Working with stakeholders to identify and and the CAA are the Government’s principal encourage the use of flying procedures which advisors on the use of UK airspace and on possible minimise levels of noise heard at ground level future changes in its allocation between the many Encouraging manufacturers to design quieter flows of air traffic, for example to accommodate aircraft the growth associated with airport development. Encouraging international organisations to set tougher standards for aircraft noise. 8.3.3 Local Authorities also control noise at airports through the imposition of planning conditions on new development and operations or by requiring the relevant operator to enter into a Section 75 Planning (legal) agreement.
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8.3.6 The White Paper prescribes the measures be adapted if necessary. An example of an that BAA Aberdeen may have to introduce in 2007 existing protocol is the removal of runway holding to mitigate and compensate for aircraft noise point E3 from Helicopter use prior to 0800hrs and impacts arising from airport operations: after 1800hrs. This form of mitigation reduces the Offer to purchase those properties suffering exposure from noise to adjoining properties. from both a high level of noise (69dBA Leq or Additional restrictions are placed upon aircraft more) and a large increase in noise (3dBA Leq or maintenance activities which are needed through more); and the night period in order to prepare the aircraft for Offer acoustic insulation to any residential early morning departure slots. These restrictions property which suffers from both a medium to take the form of night time engine running and high level of noise (63dBA Leq or more) and a the need for towing aircraft away from residential large increase in noise (3dBA Leq or more). properties before engaging the aircraft auxiliary power unit. 8.3.7 BAA Aberdeen will be consulting in 2007 on its proposals to implement these measures. 8.4.4 The proposed developments to 2015 mean that the number of people who hear ground noise 8.4 Ground Noise would not change significantly as the 8.4.1 Noise generated other than by aircraft in developments would occur within the existing flight or taking-off or landing is known as ‘ground boundary of the airport, apart from the Newton noise’. The main sources of ground noise are: Cottage Farm and Dyce Drive site, which is some Fixed-wing and rotary aircraft taxiing between distance away from the nearest housing. runways and stands - this includes all holding, engine start-up/warm-up and shut-down 8.4.5 BAA Aberdeen will seek to improve the procedures during taxiing understanding of the impacts of ground noise Auxiliary Power Units (APUs) on aircraft for air between now and 2015, by carrying out noise conditioning the aircraft cabin while its on assessments each time major development stand, for supplying electrical power and other proposals are brought forward. aircraft services and for engine start-up Ground running of aircraft engines during 8.5 Air Quality maintenance and testing 8.5.1 The quality of air is affected by chemicals Mobile ground equipment such as ground and particles emitted into the atmosphere as a power units providing power supplies to aircraft result of human activity. Certain types of emission on stand are of concern in the context of potential health Road vehicles, i.e. those on the airfield and impacts. Notably, in the cases of fine particulate those travelling to and from the airport matter (PM10) and nitrogen dioxide (NO2), which Construction activities. have widespread significance to health in the UK, the largest single contributor is currently road 8.4.2 Airport ground noise exists in the context of traffic. Homes, workplaces and other buildings off-airport noise sources, known as background produce emissions either locally (e.g. gas boilers) noise. Generally, the most dominant contributor or elsewhere (electricity generation from fossil to the noise climate in residential areas is road fuels). In order to protect public health and traffic. Around Aberdeen, airport ground noise is comply with EU directives, the Government has set potentially audible within a relatively limited radius objectives for air quality in the UK National Air of the airport boundary, particularly at night. Quality Strategy (NAQS). Taxiing and helicopter engine warm-up noise is by far the most significant airport source although 8.5.2 Airports represent a complex source of air engine testing at settings above idle (i.e. at high- pollutants, consisting of many individual mobile power) can generate higher noise levels than and stationary sources. The pollutants emitted taxiing. However, these are infrequent and of from airports fall into three principal categories comparatively limited duration. and relate to aircraft operations, road vehicles and miscellaneous activities, such as boiler houses and 8.4.3 Aberdeen Airport will continue to work with fire training exercises. our based airlines and local communities to mitigate the impacts of ground noise where possible. Existing protocols placing restrictions on how helicopters operate on and around the East Apron will remain under constant review and will
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8.5.3 While aircraft noise is arguably the issue of 8.6.3 There are several airport activities which greatest concern to people living close to airports, have the potential to cause pollution of local or in areas regularly over flown by aircraft, water courses, if those activities are not properly airport-related emissions, coming from aircraft managed. For example, these are: engines and vehicles travelling to and from the De-icing of aircraft and airside areas airport may also give rise to public concern. Vehicle and aircraft washing Aircraft and vehicle maintenance 8.5.4 Consideration of local air quality against Run-off from construction sites NAQS objectives, which was carried out by the Aircraft refuelling (spillages) Government, prior to its publication of the White Waste and cargo handling Paper, indicated that the growth of Aberdeen Fire training activities. Airport would not compromise air quality standards for NO2 or PM10 in the period up to 8.6.4 Aberdeen Airport’s surface water drains into 2015 and beyond. three local water courses, the Mains of Dyce, the Farburn and the River Don. BAA Aberdeen has However, BAA Scotland has worked with the invested more than £7 million in the construction relevant local authorities on Local Air Quality of an on-airport surface water containment and Management Plans, which involve a review of air treatment facility. This allows BAA to capture quality in the area and identify and address areas surface water from all aprons, taxiways and of poor air quality. BAA is committed to ensuring runways, ensuring all potential pollutants are that air pollution issues are managed responsibly managed effectively at source. Once treated, the and, to that end, has developed an air quality end product is discharged into the River Don, with strategy at Aberdeen Airport, which sets out permission from SEPA, through appropriate objectives to reduce the impact of the airport on discharge consents. local air quality. The objectives aim to develop management strategies and air quality 8.6.5 BAA Aberdeen will continue to carry out measurement and action programmes, including regular water quality monitoring of the water the promotion of alternative fuels and emissions courses which will include chemical and biological abatement technology for vehicles operating at monitoring at the Mains of Dyce, Farburn and the the airport. River Don. Discharged products are subject of regular audit and results are presented directly to 8.6 Management of the Water SEPA. Environment 8.6.1 Within the context of the European Union 8.6.6 BAA Aberdeen will continue to work with Water Framework Directive (2000/60/EC), the term SEPA to ensure compliance with future surface “water environment” refers to all aspects of water discharge consents relating to discharge natural watercourses, covering such matters as quality management. The company will continue their physical characteristics and the chemical and to manage water quality issues in line with biological quality of the water they contain. statutory control and best practice.
8.6.2 Developments planned in the period to 8.6.7 As mentioned in paragraph 8.6.3, de-icing 2015 do not have any potential physical impacts activities have the greatest potential to cause on the water courses near the airport other than pollution of local water courses. During periods of to increase the amount of water they receive. The adverse weather the airport has to ensure that all volume of water discharged into local water runways, taxiway and parking stands are safe for courses is governed by rainfall and the nature of the operation of aircraft, vehicles, airport the surface on which it falls. Aberdeen Airport employee's and passengers whilst embarking and has a large impermeable surface area, therefore disembarking aircraft. To ensure the safe rainwater runs off relatively quickly, rather than availability of these pieces of infrastructure gradually sinking into the soil and either de-icing product is applied to act as an anti-icer or recharging groundwater or percolating slowly into de-icer as appropriate. Global Positioning Satellite rivers and streams. (GPS) technology has been installed in both of the airport’s pavement de-icing rigs.
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Through the use of this technology, each spray 8.7.7 In terms of measures to be taken in the head is individually controlled and ensures future, all significant airport developments to 2015 accurate placement and application of the fluid on will be assessed to establish their impact on to the airfield’s hard standing surfaces at all times. biodiversity and provide appropriate mitigation, This technology also ensures that there is no which is developed in consultation with over-spraying around grass. The installation of stakeholders and the relevant approval authorities. GPS has brought about a 10% reduction in the total amount of fluid required to treat the whole 8.8 New Land Take airfield. 8.8.1 In the period to 2015, our current view is that the growth of the airport (as shown 8.7 Biodiversity indicatively on Drawing 4) will require the 8.7.1 The hierarchy of sites designated for their development of 11 hectares of land at Newton nature conservation value comprises: Cottage Farm/Dyce Drive, not owned by BAA Internationally Designated Sites (e.g. Special Aberdeen. As noted in paragraph 6.1.2, this land Protection Areas and Ramsar sites) is the subject of a Planning Brief approved by Nationally Designated Sites (e.g. Sites of Special Aberdeen City Council in March 2004. Scientific Interest) Locally Designated Sites (e.g. Local Nature 8.9 Waste Management Reserves) 8.9.1 Waste is generated from a number of Non-Site Specific Protection Measures sources at Aberdeen Airport, notably from aircraft and the general public using the airport, catering 8.7.2 Internationally designated sites are outlets, offices, shops (packaging), and protected by the Conservation (Natural Habitats construction activity and from vehicle and aircraft etc) Regulations 1994. Any development which is maintenance. Such sources generate seven likely to have a significant impact on such a site categories of waste, the handling and disposal of must be subject to rigorous assessment. which is covered by extensive legislation: Inert (soils, hardcore, concrete, glass) 8.7.3 Public bodies have a duty to enhance and General non-putrescible (plastic) maintain nationally designated sites such as Sites Scrap metal of Special Scientific Interest (SSSI). They are End of life vehicles required to consult with statutory nature Electrical and electronic equipment conservation agencies (i.e. Scottish Natural General putrescible (food waste, vegetable Heritage) on any proposal which is likely to matter, trees and bushes, paper) damage the conservation interests for which a Hazardous waste, including lamps, fluorescent SSSI has been designated. tubes, used oils, flammable liquids and batteries.
8.7.4 Locally designated sites can be afforded 8.9.2 In addition to meeting legal requirements, protection by local planning policies through their BAA Aberdeen’s strategy for waste is based on the Local Plans. Some local sites will also be Government’s sustainable waste management important because they host habitats or species strategy “A Way with Waste” and its three core which have special significance under the principles: Biodiversity Action Plan process. Best Practicable Environmental Option (BPEO) - the option which provides the most benefit/least 8.7.5 Wildlife is also safeguarded outside damage to the environment as a whole, at protected sites. All wild birds are protected under acceptable cost, in the long and short-term the Wildlife and Countryside Act 1981, which The waste hierarchy - reduce, reuse, recover implements the EC Birds Directive in Great Britain. (recycle, compost or energy recovery) Other animals and plants are afforded similar The proximity principle - the disposal of waste protection under this Act. should be as near to its place of production as possible. 8.7.6 The nearest designated sites to Aberdeen Airport are Corby, Lily and Bishops Loch SSSIs, approximately four miles away. Our Master Plan proposals will have no impact on these sites.
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8.9.3 The strategy covers a number of aspects Renewable electricity procurement and where including: appropriate the use of low and no carbon Measurement of waste tonnage on-site electricity generation Waste management infrastructure Communication to improve performance 8.11 Heritage The supply chain 8.11.1 Studies undertaken on behalf of the A construction waste strategy Government prior to the publication of the White Paper identified two key types of heritage 8.9.4 BAA Aberdeen is committed to reducing the resources which could be affected by the future waste generated from the airport’s operation. development of the airport. They are Scheduled Over the past four financial years (i.e. comparing Ancient Monuments and Historic Gardens and 2000/01 with 2003/04), the proportion of waste Designed Landscapes. recycled has been increased from 14% to 30%, and it is intended to further reduce the proportion 8.11.2 It is believed there are several Scheduled of waste going to landfill, following the principles Ancient Monuments (SAMs) such as the remains of reduce, reuse, recycle. of a cottage, milestones and other monumental features associated with the Aberdeenshire Canal 8.10 Energy Use and Climate Change (River Don) to the east and north-west of the 8.10.1 It is widely acknowledged that the world airport but these are highly unlikely to be affected is experiencing climate change and that global by airport’s growth. warming, principally attributable to an increase in the proportion of carbon dioxide in the 8.11.3 There are no Historic Gardens or atmosphere, is likely to continue for the Designed Landscapes close to Aberdeen Airport. foreseeable future. The influence of commercial aviation on the situation is principally associated with emissions at altitude. However, BAA Aberdeen’s local emphasis on tackling climate change relates to the emissions attributable to the operation of airport facilities. These are carbon dioxide emissions from the burning of fossil fuels in boilers which provide space heating at the airport and, more significantly, emissions elsewhere that are attributable to the generation of electricity consumed at the airport. Emissions from surface transport represent another significant source and BAA Aberdeen’s air quality strategy includes measures to reduce transport- related emissions, through the introduction of LPG and electrically powered vehicles.
8.10.2 BAA’s group-wide objective is to achieve a 15% reduction in absolute CO2 emissions from fixed sources by 2010, compared with the level in 1990. Aberdeen Airport’s CO2 emissions from fixed sources in 2003/04 were approximately 7077 tonnes, down from 7729 tonnes in 2000/2001.
8.10.3 Current energy/CO2 objectives for Aberdeen Airport include: Investment in equipment that can improve the efficiency of existing plant Information and tools to improve the measurement and management of the airport energy consumption Behavioural change in the way the airport is operated to promote the efficient use of utilities
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QUESTIONS:
Section 8.1.5 states BAA’s view that major airport developments should only be undertaken in line with national sustainability objectives, and in a responsible way. Do you agree with this approach? If you do not, please indicate why.
Furthermore, BAA’s development strategy looks for a sensible balance between promoting social and economic benefits and managing local and environmental impacts. Do you support this approach? Again, if not, why not?
In 8.2.1, BAA states that the EU Emissions Trading Scheme is the most effective means by which EU aviation can address its climate impacts. Do you agree with this approach? If not, please explain why not and detail any possible alternatives.
In this chapter of our Outline Master Plan, BAA addresses a number of key environmental issues, from noise and air quality to waste management and energy use. Are there any more issues that BAA Aberdeen should be addressing and, if so, what are these?
On each specific area listed in 8.2.3, do you believe that BAA is doing enough to effectively address these issues? If not, what more do you believe could be done?
36 Aberdeen Airport outline Master Plan | November 2005 9 Land Use to 2030
9.1 Introduction 9.3.2 BAA Aberdeen believes that improvements to 9.1.1 For the period beyond 2015, the White Paper the existing main runway (16/34) and additions to has stated that only indicative land use plans are the parallel taxiway system could support around 36 required at this time. This acknowledges that: movements per hour. As noted in Chapter 5, this “Proposals which will come to fruition so far in the hourly movement rate would be sufficient to future are likely to bring with them considerable accommodate the peak runway demand under our uncertainties and that consequently there is likely to central forecast. be little value in working them up in any great detail.” 9.3.3 This scenario requires the purchase of additional land that is currently not under the 9.1.2 Accordingly, this section of our Outline Master ownership of BAA Aberdeen for the construction of Plan provides an overview of the future development a Code D parallel taxiway extension. The land of the airport between 2015 and 2030, given the comprises 2.5 hectares of agricultural land and the information available to BAA Aberdeen at present. Stoneywood-Dyce Cricket Ground (located along the It outlines a development framework which would western boundary of the airport). allow the airport to grow to handle between 4.4 and 5.3 million travellers a year. 9.3.4 Our proposals also raise the potential for a full or partial closure of helicopter runway 05/23. 9.1.3 Accompanying this Chapter, BAA Aberdeen Helicopter passenger traffic is forecast to reduce by has produced an indicative land use plan for the an average of 3% per annum to 2030, from around period from 2015 to 2030 (see Drawing 5). 15% of total traffic to 4%, reflecting the decline in off-shore oil and gas production. As helicopter 9.2 Air Traffic Control/Airspace passenger numbers decline, so too will the number 9.2.1 As the need for additional runway capacity of helicopter movements. and capability becomes clearer, more detailed analysis and modelling work will require to be 9.3.5 The possible closure of all or part of this undertaken in conjunction with the air traffic service helicopter runway would bring environmental provider to understand what local airspace changes, benefits to local communities; particularly those if any, will be needed to accommodate the increase living in the settlement of Dyce, whose exposure to in traffic in addition to those outlined in Chapter 6. helicopter air and ground noise and emissions would Where an airspace change proposal is identified reduce. It also provides BAA Aberdeen with the then the CAA airspace change process would need opportunity to utilise or redevelop the land for other to be undertaken. This process engages stakeholder uses (see Drawing 5). We believe there is merit at organisations in consultation including, among this particular point in time of zoning the land for others, local authorities, environmental groups, commercial uses such as a Business Park (Class 4), airport consultative committees and resident Industrial (Class 5) , or indeed as an air-rail cargo organisations. interchange depot under Storage/Warehousing (Class 6) in this Master Plan. 9.3 Runways and Taxiways 9.3.1 The land use plan for 2030 shown in Drawing 9.3.6 It will be for future reviews of the Airport 5, safeguards further runway extensions to the Master Plan to determine the feasibility and timing North and South, over and above the extensions of this issue and if appropriate, to provide greater shown for 2015 on Drawing 4 and described in clarity over the redevelopment proposals. Chapter 6. This would provide a total paved runway surface of up to 2,629 metres, which would provide 9.4 Future Runway Safeguarding Policy the opportunity for further enhancements to 9.4.1 The purpose of Aerodrome Safeguarding is to take-off payloads and aircraft ranges if required. protect the operation and development of airports Destinations in North America and the Middle East and air navigation aids (e.g. radars). However, there would come within point to point range of are limitations when applying this process in Aberdeen, a situation that is not possible today preserving the capability of a future extended without inconvenient en-route stops. runway. Identifying and protecting the land within an extended airport boundary is a straightforward process but beyond the extended boundary it is much more difficult, particularly where the extent of future runway extensions may not be finalised for many years and when flexibility needs to be
Aberdeen Airport outline Master Plan | November 2005 37 9 Land Use to 2030 maintained to accommodate specific, and as yet object, not object, or not object subject to the unknown, circumstances which might arise in the application of appropriate conditions. future. 9.4.7 Any development carried out which conflicts 9.4.2 In formulating a policy for Aerodrome with Aerodrome Safeguarding criteria might still be Safeguarding around possible runway extensions, subject to a potential Compulsory Purchase Order BAA has considered how best to retain the flexibility (CPO) at a later date. In extreme cases, BAA could to deal with different development scenarios should still choose to object to a proposal if it considered these occur, while remaining flexible enough to deal that the overriding circumstances warranted this with a specific runway design as definition is course of action. However, this is only likely to achieved. BAA Aberdeen considers it prudent to occur in exceptional circumstances. safeguard what it considers to be the most realistic runway development options - based on the 9.4.8 There are a number of advantages in information available at the current time. A new adopting this policy: safeguarding map, endorsed by the CAA, will be BAA would not be objecting unnecessarily to lodged with the LPAs (Local Planning Authorities) at proposals which could prove to be acceptable in the the same time as the final Airport Master Plan. The future, as a runway extension design develops map will be subject to review every five years in line Very few objections are likely for developments with the review process for the Airport Master Plans, proposed prior to a definitive runway extension as specified in DfT and Scottish Executive guidelines. design being agreed and approval being granted by a Local Authority 9.4.4 The LPA will use the new map as a filter for Developers will be fully informed of the issues determining which applications should be sent for when considering whether to proceed with their assessment under the safeguarding regime. BAA own development. It is worth noting that any will receive and assess the applications against the development which infringes safeguarding criteria constraints for the existing runway and against may not automatically need to be removed. It will those for an extended runway and the impacts from depend on many factors, such as predominant each will be recorded separately. If there are traffic type, method of operation, location, height, impacts from an existing runway these would be adjacent obstacle environment and regulatory dealt with as they are now, in that BAA can choose to object, not object or not object subject to the considerations. A risk assessment would be application of appropriate conditions. undertaken to determine the likely requirements during the detailed design of the future extension. 9.4.5 Where an impact from a future extended Developers would remain protected in that, runway is identified, BAA will notify the LPA and should the runway extension go ahead, they advise whether any changes can be made to remove would be compensated at that time under the the potential conflict. If appropriate, BAA will work Compulsory Purchase Order mechanism. with the LPA and developer to explore the issues in The safeguarding associated with possible runway more detail. As long as a planning application for a extensions will be linked to the Master Plan review extended runway has not been approved and the process. As understanding of the need for a future design and operation remains uncertain, BAA runway extension evolves (and any detailed design does not intend to object to any development develops), this will be incorporated into the proposal which conflicts with the Aerodrome revised Master Plan and, at the same time, the Safeguarding constraints associated with that appropriate safeguarding can be undertaken in runway. BAA’s response will simply seek to inform conjunction with the LPA. the LPA and developer that, should BAA proceed with a future runway extension project at the 9.5 Aircraft Aprons airport, there is a likelihood that it will conflict with 9.5.1 Forecast demand is for between 16 and 18 the development outlined in their planning aircraft stands in 2015 and for 21 to 25 stands in application. The aim of this approach will be to 2030. In Chapter 6, we explained the preferred ensure that the developer is fully aware of the airport development strategy is to build a first phase timing, implications, risks and potential outcomes if of four new medium sized stands along Taxiway they proceed with their plan. Delta, west of the main terminal, utilising existing apron area currently used to park small aircraft. 9.4.6 Once a planning approval has been obtained Between 2016 and 2030, our preferred strategy is for a runway extension, any planning application to continue to construct a further one stand on this sent to BAA for consultation would then be dealt apron, before developing four medium-sized aircraft with as if that extended runway were operational. stands adjacent to Taxiway Charlie, a small area of That is to say that BAA would then choose to apron used for remote parking of aircraft.
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9.5.2 The forecasts show an increasing requirement 9.9 Ancillary Facilities for medium-sized stands. This reflects the continued 9.9.1 As explained in Chapter 6, as the airport expectation for Aberdeen Airport to be serving more passenger and cargo throughput increases, so too international destinations in the future, particularly does the demand for land for extended support European destinations. This approach will be services. Some examples of the types of additional extremely cost effective from a capital expenditure support facilities were given in Chapter 4. perspective but will reduce the existing high levels of pier service for airlines and require the introduction 9.9.2 Again, while additional land for ancillary uses of passenger coaching. will undoubtedly be needed, BAA Aberdeen believes that this demand can be met in one of two ways; 9.6 Passenger Terminal Facilities through the expected reduction in the need for 9.6.1 Further extensions and improvements will be maintenance facilities at the airport or from required to the terminal to accommodate the opportunities arising as a result of the closure of forecast 5.3 million passengers a year, which the helicopter runway 05/23, as suggested in Aberdeen Airport is expected to be handling by paragraph 9.3.4. 2030. It is envisaged that the existing Northern elevated walkway will be further extended to 9.10 Future Surface Access Infrastructure provide greater gateroom space and pier service to 9.10.1 Further enhancements to the surface access the proposed Taxiway Delta stands. It is also capacity will be required to meet the demands proposed to construct a Southern pier to provide placed on the infrastructure by 2030 but it is not enhanced facilities for passengers using possible at this stage to accurately quantify the type Stands 1 to 3. of improvements to the road and public transport networks which will be needed. BAA Aberdeen will 9.7 Air Cargo and Mail continue to work with the relevant agencies and 9.7.1 As outlined in Chapter 6, cargo developments operators to ensure that appropriate improvements are only undertaken in response to specific requests which are necessary to facilitate the sustainable from operators. Although significant year-on-year development of the airport are delivered in a timely growth in cargo throughput forecast, we have not manner. The forthcoming revision of the Airport’s sought to allocate land for cargo over and above Surface Access Strategy will address the airport’s that indicated on the 2015 layout. long term transportation challenges and solutions in depth. 9.7.2 While additional land for cargo will undoubtedly be needed, BAA Aberdeen believes QUESTIONS: that this demand can be met in one of two ways; by the expected reduction in the need for helicopter Based on the limited detail provided for the support and maintenance facilities at the airport, or period between 2015 and 2030, do you agree from opportunities arising as a result of the closure with BAA Aberdeen’s land-use strategy as of the helicopter runway 05/23, as suggested in outlined in sections 9.3 to 9.9? If not, what paragraph 9.3.4. alternative plans would you propose, which allow the airport to grow in line with national 9.8 Aircraft Maintenance policy outlined in the White Paper? 9.8.1 While there is no quantifiable demand for additional maintenance facilities in the years In section 9.3, BAA Aberdeen considers further between 2015 and 2030, the forecast decline in off- runway and taxiway extensions in the period shore helicopter movements means it is unlikely that to 2030. Do you agree with the view that this the scale and type of maintenance currently being additional runway length and capability is carried out by six companies will exist at the end of required? If not, why not? the forecast period.
9.8.2 It is envisaged that fixed wing maintenance will continue to grow in line with the airport’s general activity and that additional maintenance facilities for these aircraft types will be provided through the conversion and re-development of existing helicopter maintenance and support facilities or from land use opportunities arising as a result of the closure of the helicopter runway 05/23.
Aberdeen Airport outline Master Plan | November 2005 39 10 Managing External Impacts to 2030
10.1 Introduction 10.2.2 The White Paper prescribes the measures 10.1.1 As this Outline Master Plan has previously that BAA Aberdeen may have to introduce in 2007 indicated, there are significant uncertainties to mitigate and compensate for aircraft noise around various points of planning detail which impacts arising from airport operations: may affect the environmental impacts associated Offer to purchase those properties suffering with the development of Aberdeen Airport. This from both a high level of noise (69dBA Leq or plan’s purpose is to provide an early indication of more) and a large increase in noise (3dBA Leq or the extent and broad land use of the development more); and which may be the subject of a planning Offer acoustic insulation to any residential application, with detailed planning and property which suffers from both a medium to environmental studies being undertaken only high level of noise (63dBA Leq or more) and a when it becomes appropriate to prepare a large increase in noise (3dBA Leq or more). planning application. 10.2.3 BAA Aberdeen will be consulting in 2007 10.1.2 It is indisputable that the expansion of air on its proposals to implement these measures. traffic and the facilities provided at Aberdeen Airport will lead to some adverse environmental 10.3 Other Environmental Issues impacts. On the other hand, the airport’s growth 10.3.1 Other environmental and related issues will also facilitate social and economic benefits, to which will require thorough consideration at the which some reference has been made in Chapter appropriate time include: 2 of this document. Ground Noise Emissions and Air Quality 10.2 Air Noise Water Environment 10.2.1 Fixed and rotary aircraft noise is arguably Resource use the environmental impact of greatest interest to Biodiversity the local authorities and communities close to Visual Impact Aberdeen Airport. Estimates of future noise Archaeology exposure around Aberdeen and other airports Heritage were a key element of the studies undertaken to Loss of Existing Properties and Land Uses inform the preparation of the Aviation White Construction Impact. Paper4. Table 11 shows the change in population affected by noise between 1999, 2015 and 2030. QUESTION: The number of people within the 57 Leq dBA contour reduces in the period to 2015 and Do you agree with the broad principle that remains the same by 2030 compared to the 1999 airport operators must work with local base case. communities and others to find a balance between the social and economic benefits of Table 11: Population Affected by Noise air travel and the environmental costs? If not, please explain why not and, if you wish, Year Population % change put forward an alternative strategy. living within the over 1999 57 dBA contour Do you expect BAA Aberdeen to consider 1999 (base) 9,900 N/A strategies for any area not listed at 10.3.1? If 2015 8,500 -14% so, please provide details. 2030 9,900 0%
4 The Future Development of Air Transport in the United Kingdom: Scotland, July 2002 (DfT/Scottish Excecutive)
40 Aberdeen Airport outline Master Plan | November 2005 11 Where now? – The Next Steps
11.1 General 11.3.2 Similarly, any decision over the full or partial 11.1.1 BAA Aberdeen will host a programme of closure of helicopter runway 05/23 is some years briefings and meetings to inform key stakeholders away and this issue will be carefully considered every (including the general public) of the detail of this five years during the Master Plan review. Master Plan and to encourage dialogue with the company. In addition to giving full consideration to QUESTION: the responses received during the consultation process, there are a number of other tasks that we Are there any issues not currently set out in must undertake. this Outline Master Plan which you feel merit further consideration ahead of the final plan’s 11.2 Unresolved Issues – 2015 Land Use Plan production and publication next year? 11.2.1 By Summer 2006 and prior to the publication of the Final Master Plan, BAA Aberdeen is hopeful of a positive decision on its planning application to extend the main runway by 300 metres to the North. Either way, the outcome of the application will have a significant bearing on the detail of the Final Master Plan and the airport’s future prospects.
11.2.2 The development of the land at Newton Cottage Farm and Dyce Drive is the subject of on- going discussions with Ribnort Ltd. It is likely that the Final Master Plan will provide greater clarity on the detailed development strategy and implementation programme for this strategically important site.
11.2.3 There are several surface access issues – road and public transport strategy - which require further work to be carried out during 2006. Details of this work will be explained in the Final Master Plan.
11.2.4 Further work is required in terms of air and ground noise and in terms of air quality. The work carried out prior to publication of the White Paper indicated that air quality was not a major issue at Aberdeen Airport and, in any event, further work will depend on the development of agreed methodology as part of the Government-led studies taking place at Heathrow Airport.
11.3 Unresolved Issues – 2030 Land Use Plan 11.3.1 The final decision on whether and when Aberdeen Airport will require further extensions to the main runway will not be addressed in the time period between this Outline Master Plan and the Final Master Plan which we aim to publish by Summer 2006. This issue will be kept under review every five years and will be the subject of detailed studies closer to the time.
Aberdeen Airport outline Master Plan | November 2005 41 12 What do you think? – The Public Consultation
12.1 Introduction 12.2 Summary of Questions As stated in the introduction to this document, the As indicated above, BAA Aberdeen will welcome views of the local communities and stakeholders any comments relevant to the content of the are important. Added to the detailed work of Master Plan. It would be particularly helpful if BAA Aberdeen’s Master Plan team, these views consultees’ responses could include answers to the will shape the final Master Plan and, ultimately, questions outlined clearly at the end of each influence the future development of Aberdeen chapter. Here is a summary of these questions: Airport. Chapter 2 – The Social And Economic The Government has made it clear that an Airport Benefits Of Aviation Master Plan is not a statutory document and 1. What principal social and economic benefits therefore does not have development plan status. do you associate with Aberdeen Airport and Its principal aim is to inform, and be informed by, which of these do you regard as most the regional and local planning processes. important to local people?
This version of the Master Plan, therefore, provides Chapter 4 – Today’s Airport – Aberdeen In an opportunity for BAA Aberdeen to communicate 2005 our outline proposals to the Scottish Executive and 2. Do you agree that the contents of Chapter 4 Aberdeen City Council, so that those organisations represent a fair and accurate summary of can take account of BAA Aberdeen’s aspirations Aberdeen Airport today? If not, why not? when preparing the revised National Planning Framework and the Structure and Local Plans. Chapter 5 – Passenger Demand – The Forecasts The document also presents an opportunity to 3. In 5.1.1, we assume that growth in air travel consult extensively with the wider community, is driven primarily by economic growth and asking questions of the plan’s key elements and, the price of air travel. Do you share this specifically, around the forecasts on which much view and if not, what drivers do you believe of the plan is based. facilitate growth?
BAA Aberdeen would particularly like to receive 4. For planning purposes, BAA Aberdeen bases responses to the questions posed throughout the its medium and long-term development document. However, all comments received will plans on the midpoint of the range of be considered fully at the end of the consultation forecasts. Do you agree that this is a period. sensible strategy and if not, why not?
Additional information can be obtained, using the 5. In 5.2.6, BAA Aberdeen outlines its view that postal or email address that appears beneath the domestic rail developments will have little foreword to this outline plan. effect on the growth of air travel. Do you share this view and if you do not, why not? BAA Aberdeen is committed to meeting representatives of community councils, local Chapter 6 – Land Use In 2015 authorities and any organisation or business with 6. Section 6.1.3 outlines BAA Aberdeen’s an interest in Aberdeen Airport’s future, to discuss intention to develop the airport our plans in more detail and listen to as many incrementally, to ensure capacity more views as possible. If you wish to meet members of closely meets demand at all times. Do you our team to discuss any issue associated with this agree with this approach and if not, why Outline Master Plan, please contact BAA Aberdeen not? by writing to the postal or email addresses provided at the front of this document or by 7. The need for an extension to the main runway calling 0870 040 0006. is considered in section 6.3. Do you agree that greater runway length and capability is required? If not, why not?
42 Aberdeen Airport outline Master Plan | November 2005 12 What do you think? – The Public Consultation
8. In the period to 2015, are there any other Chapter 9 – 2030 Land Use facilities you would like to see developed at 16. Based on the limited detail provided for the Aberdeen Airport? Please list these, along period between 2015 and 2030, do you with a brief rationale. agree with BAA Aberdeen’s land-use strategy as outlined in sections 9.3 and 9.10? If not, Chapter 7 – 2015 Surface Access what alternative plans would you propose, 9. Do you agree with the appraisal of surface which allow the airport to grow in line with access issues given in this section? If not, national policy outlined in the White Paper? please explain any other transport matters that concern you or your organisation. 17. In section 9.3, BAA Aberdeen considers further runway and taxiway extensions in the 10. Do you agree that new road capacity and period to 2030. Do you agree with the view improvements (including the Aberdeen that this additional runway length and Western Peripheral Route) must be capability is required? If not, why not? developed in line with strategies to promote public transport improvements and usage? If Chapter 10 – Managing External Impacts not, why not? To 2030 18. Do you agree with the broad principle that Chapter 8 – Managing External Impacts airport operators must work with local To 2015 communities and others to find a balance 11. Section 8.1.5 states BAA’s view that major between the social and economic benefits of airport developments should only be air travel and the environmental costs? If undertaken in line with national not, please explain why not and, if you wish, sustainability objectives, and in a responsible put forward an alternative strategy. way. Do you agree with this approach? If you do not, please indicate why. 19. Do you expect BAA Aberdeen to consider strategies for any area not listed at 10.3.1? 12. Furthermore, BAA’s development strategy If so, please provide details. looks for a sensible balance between promoting social and economic benefits and Chapter 11 – Where Now? – The Next Steps managing local and environmental impacts. 20. Are there any issues not currently set out in Do you support this approach? Again, if this Outline Master Plan which you feel merit not, why not? further consideration ahead of the final plan’s production and publication next year? 13. In 8.2.1, BAA states that the EU Emissions Trading Scheme will be, the most effective means by which EU aviation can address its climate impacts. Do you agree with this approach? If not, please explain why not and detail any possible alternatives.
14. In this chapter of our Outline Master Plan, BAA addresses a number of key environmental issues, from noise and air quality to waste management and energy use. Are there any more issues that BAA Aberdeen should be addressing and, if so, what are these?
15. On each specific area listed in 8.2.3, do you believe that BAA is doing enough to effectively address these issues? If not, what more do you believe could be done?
Aberdeen Airport outline Master Plan | November 2005 43 13 Evaluating Your Responses
Following the consultation period, BAA Aberdeen will carefully consider all the views expressed and comments received, and, where possible, reflect these in the Final Airport Master Plan. The company may well wish to meet with some of the people who respond to this consultation to discuss in more detail their contributions. If, for whatever reason, BAA Aberdeen does not adopt consultees’ suggestions, then the company will explain clearly why that is the case.
In any event, BAA Aberdeen always seeks to maintain a regular dialogue with principal stakeholders, including airlines, Scottish Executive, DfT, Local Authorities and the Aberdeen Airport Consultative Committee. A programme of meetings and drop-in sessions will be facilitated at the airport and in local communities, in order to keep all stakeholders informed of progress on the plan and ensure that we are familiar with their views at all times.
Our aim, by Summer 2006, is to complete the revision of the Outline Master Plan, guided by the consultation and to outline any further work we might undertake. We will then publish the Final Master Plan, which will be reviewed every five years to ensure it is relevant and appropriate given changing times and circumstances.
44 Aberdeen Airport outline Master Plan | November 2005 14 Master Plan Drawings
Drawing 1: 2005 Land Use Drawing 2: 2005 Layout Drawing 3: Airport Land Take Boundaries Drawing 4: 2015 Indicative Land Use Drawing 5: 2030 Indicative Land Use
Aberdeen Airport outline Master Plan | November 2005 45 If you would like this document in an alternative format please call us on 0800 731 4247. Alternatively a fully accessible version of this document can be found on our website 1 www.aberdeenairport.com
This edition of the master plan has been issued for consultation, as a precursor to the preparation of a final edition of the plan. If you have any comments please send them to us as soon as possible and no later than 24 March 2006.
They should be addressed to:
The Master Plan Consultation Aberdeen Airport Dyce Aberdeen AB21 7DU Email: [email protected] Tel: 0870 040 0006 1 www.aberdeenairport.com