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The FutureBlackpool International Airport Master Plan Blackpool Airport Ltd

Serving Lancashire, Cumbria and the Northwest of England

July 2007

03

MASTER PLAN 2007-2030WWW.BLACKPOOLINTERNATIONAL.COM

1. INTRODUCTION

2. AIRPORT BACKGROUND2.1 History of the Airport2.2 Location2.3 Ownership2.4 Airport Site2.5 Passenger Numbers2.6 Aircraft Movements by Category

3. THE PLANNING ANDREGULATORY CONTEXT3.1 National Policies3.1.1 The Future of Air Transport3.2 Other National Policies3.3 Regional Spatial Strategy

for the Northwest3.4 Regional Economic Strategy

for the Northwest3.5 The Northern Way3.6 Joint Lancashire Structure Plan3.7 Lancashire Local Transport Plan3.8 Fylde Borough Local Plan 1996-20063.9 Fylde Borough Local Development

Statement

4. WHITE PAPERFORECASTS4.1 Introduction4.2 White Paper Forecasts4.3 Passenger Forecasts 2005-20304.3.1 Forecasts to 2030

5. AIRSPACE

6. LAND USE – FUTURE AIRPORTINFRASTRUCTURE 6.1 Introduction6.2 Apron, Runways, Taxiways

and Operational Facilities6.2.1 Aircraft Facility Demands to 20306.2.2 Aircraft Stands6.3 Passenger Terminal6.4 Hotel and Business Park6.5 Business Aviation6.6 Aviation Training and

Maintenance Centre6.7 Flying Schools6.8 Operational Facilities6.9 Investment

7. SURFACE ACCESS7.1 Introduction7.2 Existing Surface Access7.3 Surface Access Proposals7.3.1 Vehicular Access to the Airport7.3.2 Car Parking7.3.3 Motorway Signage7.3.4 Buses7.3.5 Taxis7.3.6 Rail7.3.7 Staff Travel Plan

8. ENVIRONMENTAL IMPACTS ANDMITIGATION MEASURES8.1 Introduction8.2 Aircraft Noise8.3 Air Quality8.3.1 The Legislative Context

8.3.2 Current Assessment8.4 Landscape and Built Development

Heritage8.5 Water Quality 8.6 Visual Amenity8.7 Green Belt 8.8 Ecology8.9 Community Involvement Policy

9. SOCIAL AND ECONOMICBENEFITS9.1 Introduction9.2 Economic and Employment Effects9.3 The Wider Economic Impact9.3.1 The Value of Connectivity9.3.2 Synergy with Key Sectors9.3.3 Inbound Tourism9.3.4 Quality of Life

10.PUBLIC CONSULTATION10.1 Introduction10.2 The Public Consultation Process10.3 Summary of Public Consultation

Feedback

11. APPENDICESAppendix 1. Glossary of TermsAppendix 2. Airport Location PlanAppendix 3. Drawing of Existing

Airport LayoutAppendix 4. Phasing Plans 1-3Appendix 5. Completed Airport Layout

CONTENTS

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Following the publication of the Government’sWhite Paper on ‘The Future of Air Transport’ in December 2003 the majority of airportoperators in the United Kingdom were askedto submit Master Plans to incorporate theGovernment’s conclusions regarding the futuredevelopment of airports to 2030.

A number of key priorities were set out in ‘The Future of Air Transport’ White Paperincluding those to;- increase the choice of routes and services at airports outside the South East

- promote regional development- relieve pressure on the more overcrowdedairports by making the best use of existingairport capacity

- reduce the need for long distance travel to and from airports

Encouraging people to fly on direct services from their local airport rather than making a long journey to a hub airport not onlyreduces emissions but can also reduce traveltime for business and leisure users. Since thechange of ownership in 2004, BlackpoolInternational Airport has grown from amunicipal airport to an established regionalairport with international flights to over 20 destinations.

The Master Plan for Blackpool InternationalAirport has been produced following theguidelines set out by the Department for

Transport (DfT) in their document ‘Guidelines on the preparation of Airport Master Plans’, July 2004.

The key objectives of the Master Plan are to:- Enable on-going interaction between the keystakeholder groups by providing all interestedparties with relevant information andreference material relating to the airport’sfuture growth

- Provide sufficient detail about the future of the airport essential to inform the local andregional planning process. It will enable theproposals to be integrated into the LocalDevelopment Schemes of both Fylde andBlackpool Borough Councils. In particular will inform the process with the production of an Action Area Plan which will be aDevelopment Plan Document

The guidance suggests that local stakeholdersshould be consulted in the preparation of the Master Plan. The Airport has undertaken an extensive consultation process with keystakeholders that have an interest in theairport’s future. In particular the relevant localauthorities and regional agencies have had acopy of the draft Master Plan for comment.

The feedback from the consultation processwas wide ranging and a number of thecomments and concerns raised by interestedparties including members of the public havebeen addressed in the final Master Plan.

Details of the consultation process are coveredin Section 10 of this document.

It is important to emphasise that the MasterPlan has been produced at the request of theGovernment in response to the White Paper in2003. It is not a request for planning approvalbut the airport’s vision for the future.

The Master Plan will be reviewed every fiveyears to ensure that it remains relevant andappropriate.

In this Master Plan all references to ‘the airport’mean Blackpool International Airport.

1. INTRODUCTION

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2.1HISTORY OF THE AIRPORTBlackpool International Airport is one of thelongest established airports in the UnitedKingdom.

Flying began at the airport in 1909, although ayear later the land at Squires Gate was turnedinto a horse-racing course. This ceased with the outbreak of the First World War, and the site turned into a military convalescent homewhich eventually closed down in 1924. In 1939, the airfield was taken over anddeveloped by the Royal Air Force. Four runways,a range of hangars and ammunitions storeswere subsequently constructed.

At the end of the Second World War, SquiresGate was designated a civil airport, duringwhich time substantial alterations andimprovements were carried out in order toattract new business. Blackpool Corporationassumed ownership of the airport from theMinistry of Aviation in 1962. In 1987, the airportbecame a private limited company with theCouncil holding 100% of the share.

Since July 2004, MAR Properties Limited have operated the airport, investing in theinfrastructure and attracting new flights and operators.

2.2LOCATIONThe airport is located 3.5 miles from Blackpooltown centre and is easily accessed by road. The major route to Blackpool is the M55,which links directly to the M6 motorway. Road access to the airport from the M55 is viathe A5230 Squires Gate Lane. There are alsobus services from Blackpool North railwaystation and the town centre. There is a railwaystation called Squires Gate located within fiveminutes walk from the airport with hourlyservices to Preston and East Lancashire.

A location map can be found in Appendix 2.

2.3OWNERSHIPThe airport is owned by MAR Properties, with Blackpool Borough Council retaining a 5% share in the airport. MAR Properties is a private company whose other mainaviation interest is Wolverhampton Airport. The Airport employs its own managementteam and the company currently has 210employees.

2.4THE AIRPORT SITEThe airport occupies 198 hectares. There is one main terminal building of 3,800m2, with a capacity of 1.5 million passengers per

annum. There are a number of additionalbuildings and hangars located principally on the north side of the aerodrome.

The Airport site is freehold.

2.5PASSENGER NUMBERS 2001-2006Until recently, the airport has only handled a limited number of commercial flights andpassengers on an annual basis. However, the growth of low cost airlines has altered the position over the last three years andpassenger numbers have been steadilyincreasing as demonstrated in the tableopposite.

2.6AIRCRAFT MOVEMENTSThere are currently around 1,695 businessaviation movements at the airport, although thisis forecast to increase as capacity constraintsincrease at the major airports.

General aviation movements generated byhelicopters and private aircraft are expected to remain at the airport for the duration of thisplan. Helicopter and private aircraft movementscurrently account for around 72% of the overallaircraft movements.

BLACKPOOL INTERNATIONALAIRPORTPASSENGER THROUGHPUT 2001-2007 (000’s PASSENGERS)

BLACKPOOL INTERNATIONAL AIRPORT AIRCRAFT MOVEMENTS 2000-2006

20012002200320042005

2006

SOURCE: CAA AIRPORT STATISTICS

8170

187266

377

555

2007 800 (ƒ)

200020012002200320042005

SOURCE: CAA AIRPORT STATISTICS

75,49671,788

68,78575,37176,31476,779

2. AIRPORT BACKGROUND

2006 65,990

06

Government at national, regional and local level influences the operation anddevelopment of airports. This section outlinesthose policies that have a bearing on the futuredevelopment of Blackpool International Airport.

3.1NATIONAL POLICIES

3.1.1 ‘THE FUTURE OF AIR TRANSPORT’ WHITE PAPERThe Government’s White Paper, ‘The Future of Air Transport’ was published in December2003. It set out a 30 year policy for airportsbased on balancing the economic benefits ofgrowth with its potential environmental effects.The Government believes that simply buildingmore and more capacity is not a sustainableway forward. Instead a balanced approach isrequired which;- Recognises the importance of air travel to ournational and regional economic prosperity,and that not providing additional capacitywhere it is needed would significantlydamage the economy and national prosperity;

- Reflects people’s desire to travel further andmore often by air, and to take advantage ofthe affordability of air travel and theopportunity this brings;

- Seeks to reduce and minimise the impacts of airports on those who live nearby and onthe natural environment;

- Minimises the need for airport development

in new locations by making the best use of existing capacity where possible

- Respects the rights and interests of thoseaffected by airport development

- Provides greater certainty for all concerned in the planning of future airport capacity, but at the same time is sufficiently flexible to recognise and adapt to the uncertaintiesinherent in long term planning

Of particular relevance to BlackpoolInternational Airport is that the White Paperrecognises that airports are important for thedevelopment of regional and local economies.It states that – “The Government wishes toencourage the growth of regional airports in order to support regional economicdevelopment, provide passengers with greaterchoice and reduce pressures on the moreovercrowded airports in the South East.Proposals to establish Centres of Excellence for aircraft maintenance and aviation-relatedbusiness clusters at or around regional airportscould also contribute to these aims.”

The airport is specifically referred to in theWhite Paper as playing an important role within the region in addition to serving its ownlocal catchment. It goes on to state that – “The airport should be capable of developingthe additional capacity it needs in order tohandle levels of traffic it might attract (includingterminal and apron capacity, and possibly ashort runway extension) within its existing

boundaries and land ownership. We consider,therefore, that any proposals that come forwardto cater for future expansion should bedetermined locally”.

After London, the South East and Scotland, the North West as a region has the highestpropensity to fly and the growth over theperiod of the Master Plan is expected toincrease significantly and notably higher than the other regions.

3.2OTHER NATIONAL POLICIESThe other relevant national policies are listed below:

Planning Policy Statement 1: DeliveringSustainable Development, Planning PolicyGuidance 2: Greenbelts, Planning PolicyStatement 11: Regional Spatial Strategies,Planning Policy Statement 12: LocalDevelopment Frameworks, Planning PolicyGuidance 13: Transport, Planning PolicyStatement 23: Planning and Pollution Controland Planning Policy Guidance 24: Planning and Noise.

These are all relevant to airport developmentbut are not repeated in this document.

3. THE PLANNING AND REGULATORY CONTEXT

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3.3REGIONAL SPATIAL STRATEGY FOR THE NORTH WESTThe draft Regional Spatial Strategy (RSS) for the North West of England was submitted tothe ODPM in January 2006. It sets out thevision for the North West until 2021. In line with government policy the Regional TransportStrategy (RTS) is integrated with the RSS. It establishes a regional context for thepreparation of Local Transport Plans and LocalDevelopment Frameworks and includes theRegional Development Principles and a numberof objectives of RTS, as defined by PlanningPolicy Statement 11. The Regional TransportStrategy also sets out the region’s priorities fortransport investment and management acrossall modes.

The document was subject to a publicconsultation process, which commenced inMarch 2006. An examination in public washeld in January 2007 and the airport maderepresentations regarding the future growth of the airport.

The following outlines the vision for the regionby 2021:- improved, sustainable economic growth,closing the gaps with parts of the country thathave the highest economic performance;

- a more competitive, productive and inclusiveregional economy, with more people inemployment that uses and develops theirknowledge and skills;

- the development of urban, rural and coastalcommunities as safe, sustainable, attractiveand distinctive places to live, work and visit;

- the reduction of economic, environmental,educational, health and other socialinequalities between North Westcommunities;

- the protection and enhancement of theregions built and natural environmental assets, its coastal areas and unique cultureand heritage;

- the active management and prudent use ofour natural and man-made resources, withfewer emissions of key greenhouse gases,and the most efficient use of infrastructure; and

- the introduction of a safe, reliable and effectiveintegrated transport network that supportsopportunities for sustainable growth andprovides better links with jobs and services

The policies and priorities of the RegionalTransport Strategy as part of the RSS willspecifically:-- support economic growth and businesscompetitiveness by tackling congestion issuesand improving journey times along theregion’s north-south and east-west corridors;

- support regeneration and reduce socialexclusion through the development ofintegrated transport networks within, to andbetween the region’s cities and other cities in other regions;

- underpin the gateway functions of the region’smain airports (Manchester, Liverpool andBlackpool) and ports (Liverpool, Manchester

and Heysham) through improved surfaceaccess, in particular, Manchester Airport as the North of England’s key International airgateway and the Port of Liverpool as the UK’s key Atlantic seaport;

- improve the public realm in the North West’sregional centres, regional towns and citiesand key tourist destinations through theintroduction of an integrated range ofmeasures to manage travel demand andencourage a shift from the car to moresustainable modes of transport;

- support regeneration, reduce social exclusionand encourage sustainable tourism in ruralareas through enhanced accessibility, bydeveloping integrated transport networksbased on hubs at key service centres;

- reduce the wider environmental, social, healthand quality of life impacts of road transportand infrastructure through the development of a structured framework for managing andimproving the region’s highway network;

- encourage economic development andmaximise regeneration potential in theperipheral sub regions of Furness and WestCumbria by securing the safe, reliable andeffective operation of links to the region’sprinciple north-south transport corridor and enhancing access to key employmentlocations,and

- contribute towards the aims and objectives ofthe Regional Freight Strategy and in particular,facilitate opportunities for increasing themovement of freight by rail and on water

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Section 10 of the RSS deals with transportpolicy. Policy RT3: Airports specifically refers toairports in the region. Airports are identified as key economic drivers and there is specificreference to the airport in the policy. Airportswill be required to complete Master Plans for their future development up to 2030 inaccordance with the guidance contained in the White Paper, ‘Future of Air Transport’. There is also clear reference for the need tohave Master Plans integrated within therelevant policies as part of the LocalDevelopment Framework.

The following RSS policies are also relevant to the Master Plan:- Policy CLCR1 on Central Lancashire CityRegion identifies the importance of the airport to the City Region

- Policy W3 provides an important context on employment land

3.4REGIONAL ECONOMIC STRATEGY FOR THE NORTH WESTA draft Regional Economic Strategy (RES) wassubmitted to Ministers in December 2005. The document has been produced as astrategy for the promotion of economic growththroughout the region. Reference is made withregard to Manchester and Liverpool airports interms of target passenger levels set out in theWhite Paper, ‘The Future of Air Transport’.Blackpool International Airport is also referredto in the document in the context of theregeneration of Blackpool and reference to

the casino proposals for Blackpool was alsomade. Action 74 of the document specificallyrefers to the airport.

3.5THE NORTHERN WAYThe Northern Way Growth Strategy waspublished in 2004 and is likely to be up-datedin late 2006. The Northern Way Business Planwas launched in June 2005. The Northern Wayis about unlocking the potential for fastereconomic growth and closing the £30 billionoutput gap between the North of England andthe rest of the UK. England’s three NorthernRegional Development Agencies have unitedto help the North reach its full economicpotential, to create more jobs, investment and opportunities for the 15 million peopleliving in the regions.

The Northern Way has 10 key investmentpriorities and amongst them is reference to the development of a Northern airportsPriorities Plan. Within the context of thedocument reference is made to the airport andits potential for growth with the other regionalairports. Development programmes arecurrently being developed for the various cityregions. Blackpool is within the CentralLancashire City Region. In particular within theCity Region Development Programme thefollowing point is referred to in paragraph4.86:-- The development of a much expanded CityRegional Airport in Blackpool and better linksfrom the City Region to Manchester Airport.

Also in paragraph 5.115 further reference ismade regarding the status of the airport:-- We need DTI, ODPM, DoT and other centraldepartmental support for the developmentand expansion of Blackpool InternationalAirport as the City Region Airport for CentralLancashire, together with associatedinvestments in public transport routes to theairport. This is critical to facilitating the growthof visitors into Central Lancashire and beyondinto Cumbria and ensuring the internationalconnectivity that will underpin our futureeconomic performance.

3.6JOINT LANCASHIRE STRUCTURE PLANThe Joint Lancashire Structure Plan forms part of the Development Plan which relates to thesite of the airport. It is a document jointlyproduced by Lancashire County Council,Blackburn with Darwen Borough Council andBlackpool Borough Council. The plan lifetime isuntil 2016 and there are a number of policies which are relevant to the future of the airport.Policy 1 of the plan is the general policy on thefocus of main development proposals and theairport is specifically mentioned in Policy 1 (e).There is no reference to the airport containedin any of the transport and accessibility relatedpolicies of the plan although all the transportpolicies hold some relevance to surface accessand infrastructure improvements that will aidthe airport’s expansion and development.

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Policy 14 provides business and industrialallocations (for Fylde) and Policy 6 deals withthe Green Belt and is relevant to furtherexpansion plans consideration.

3.7LANCASHIRE LOCAL TRANSPORT PLANReference to the airport was initially omitted in the current Local Transport Plan (LTP).However, the new and revised LTP will rectifythis omission and the following wording will be included:-

LTP2 District Chapter Fylde;“The operational airport lies within FyldeBorough and is now in private ownership. Lowcost airlines are becoming increasingly active atthe airport. There are daily flights to Aberdeen,Isle of Man, Dublin and Belfast and a growingnumber of European destinations. The numberof passengers has grown by 1000% since2001 and is forecast to reach 800,000 in 2006and one million in 2009. A new terminalbuilding being constructed will have a capacityof 2 million passengers per year.”

There is further reference to the production of a Surface Access Strategy and this Master Planforming part of a longer term TransportationStrategy. Reference is also made to the airport’saim to reduce reliance on the private motorvehicle by encouraging access to and from theairport by means of more sustainable methodsof public transport.

3.8FYLDE BOROUGH LOCAL PLAN 1996 TO 2006The Fylde Borough Local Plan forms part of theDevelopment Plan, which includes reference to development at the airport. The plan wasadopted in May 2003 and there are twospecific policies relating to the airport containedin Chapter 5 on Transportation. (Policy TR14)and Chapter 6 Tourism and Recreation (TREC19)stating the following:-

TR14 – “The open lands of the airport will besafeguarded from development under PolicySP3. The continuing operation and viability ofthe airport as a sub-regional facility will besupported. Development required in relation to the operation of the airport will be located in the areas outside the Green Belt identifiedon the proposals map.”

TREC19 – “The development of airport andassociated ancillary leisure uses will bepermitted in the area of Blackpool Airportshown on the proposals map. Proposalsinvolving built development in the Green Beltwill not be permitted”

SP3 sets out the policy considerations fordevelopment within the Green Belt. It shouldbe noted that much of the airport’s proposalsfor new development are considered to bepermitted development and therefore notcovered by a requirement for the airport to seek individual planning applications.

The airport will nevertheless consult the relevant authorities and when necessaryindividual members of the public on itsdevelopment proposals.

3.9FYLDE BOROUGH LOCAL DEVELOPMENT STATEMENTAs part of the new planning process of policyproduction, Fylde Borough Council producedtheir first Local Development Scheme in 2005.In March 2006 revisions will have been madeto the Local Development Scheme. As part ofthe revisions to the document, reference will be made to the production of an Action AreaPlan for Blackpool Airport. This will constitute aDevelopment Plan Document. It is hoped thatthe plan will be a jointly produced documentwith Blackpool Borough Council. Although theoperational airport is situated entirely within Fylde Borough’s administrative area, many of the transport approaches to the Airport are inBlackpool and therefore a joint documentshould be produced with the co-operation and assistance of the airport.

As part of the consultation process FyldeBorough Council have subsequentlyconsidered whether the production of anAirport Action Area Plan is necessary inaccepting that much of what the airport wishto do is permitted development. This issue will be reviewed during the lifetime of theMaster Plan.

“There are daily flights toAberdeen, Isle of Man,Dublin and Belfast and a growing number of European destinations. The number of passengershas grown by 1000%since 2001 and is forecastto reach 800,000 in 2006and one million in 2009.”

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4.1INTRODUCTIONThis section considers passenger forecasts atBlackpool International Airport up to 2030.

The Route Development Company (RDC), an independent aviation managementconsultancy, was engaged by the airport to produce the passenger forecasts.

Forecasting passenger demand so far in thefuture is intrisically difficult. Much depends onmany inter-related factors and unforeseenevents. Experience in the aviation industrydemonstrates that significant changes canoccur from year to year.

Since publication of the draft Master Plan,Blackpool was not recommended by theCasino Advisory Panel as the site for the firstsuper casino therefore the forecasts in this finaldocument reflect that situation using what wastermed the base case in the draft document.

4.2WHITE PAPER FORECASTSThe forecasts contained within the White Paperwere prepared by the DfT for the UK as awhole, and do not therefore, provide individualforecasting figures in relation to the airport.However, it should be noted that theforecasting figures contained within the WhitePaper have been shown to fall significantlyshort of actual passenger throughput.

Nationally, indicators suggest that there will bea continued growth in air travel over the next30 years.

4.3PASSENGER FORECASTS 2005-2030

4.3.1FORECASTS TO 2030- Current estimates from the CAA indicate that 3 million passengers are flying fromBlackpool’s immediate catchment area

- There are approximately 35 million visitorsannually to the region, namely Lancashire andCumbria. Blackpool International Airport iscurrently the most convenient access point for these destinations

- The resort Master Plan and regenerationprojects to turn Blackpool into a year roundtourist resort is targeted at attracting upwardsof 20 million visitors to the resort by 2010

The actual passenger forecast figures up to2030 can be summarised as follows:

ACTUAL PASSENGER FORECAST FIGURES FOR UP TO 2030 (000’s PASSENGERS)

2006

20102015

2020

2030

Route Development Company – 2007

555

1,7342,709

2,969

3,350

4. WHITE PAPER FORECASTS

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

There are no routes into and out of the airportshared with other airports. Warton Aerodromeis in close proximity and controlled by Air TrafficControl from both airports.

Based on the projected passenger forecastsand the corresponding increase in airmovements the airspace capacity is consideredto be sufficient to meet the needs of thegrowth of the airport.

The airport will be rationalising the use of thecurrent runways. Only one runway (the mainone) will be available for aircraft. This is seen as being able to assist in managing air spaceissues, reduce noise and disturbance andimprove air safety

The White Paper reported that the CAAbelieved that the necessary airspace capacitycan, broadly, be provided safely through theredesign of air space and the introduction ofenhanced air traffic techniques and systems.

The air space requirements of Blackpool wouldnot be significant within the wider context ofthe Government proposals for all airports in theNorth West of England.

5. AIRSPACE

12

6.1INTRODUCTIONThe current runway infrastructure at the airportcan accommodate Boeing 737, Airbus A319/320 and Boeing 757 type aircraft which aresuitable for developing routes to Europe and the UK on which the passenger forecastsin Section 4 are based. Whilst a planningapplication was made by the previous ownersfor a runway extension it is not envisaged thatthis will be required during the Master Planperiod.

In order to accommodate the forecast growthin passengers there will though be arequirement to modify and develop theinfrastructure within the aerodrome boundary.

In order to assess the likely impact on theinfrastructure requirements resulting from the passenger forecasts, TPS an independentconsultancy, was engaged by the airport toprovide assistance in determining the following;- Terminal facility demand and assessment of current airside capacity for commercialaircraft, with focus on the runway/taxiwaysystem and the aircraft stands

- Airside facility demand assessment (number/size of stands, taxiway system) against fourmilestones 2010, 2015, 2020, 2030

This section outlines the likely infrastructurerequirements in Appendix 4 – the ProposedAirport Layout and the Phasing Plan.

6.2APRON, RUNWAYS, TAXIWAYS ANDOPERATIONAL FACILITIESThe airport currently has 3 runways, designatedas 10/28, 13/31 and 07/25. The length ofeach of these runways is 1869m, 1074m and870m respectively. There is currently a RunwayEnd Safety Area, which is published at 90m by90m, although there is sufficient land for 240mby 150m.

For the period up to 2015, it is proposed tocarry out alterations to the infrastructure of the airport, which will entail reconfiguring andextending the apron, runways and taxiways toimprove operational capability. Improvementswill be subject to a formal notificationprocedure to the CAA. It is envisaged thatrunways 13/31 and 07/25 will be closedwithin the first 2-3 years of the Master Planperiod.

This Master Plan assumes no further changesor extensions to the runway at present.

The existing control tower is positioned in thecentre of the airfield and currently has sufficientsightlines. In the event that Blackpool BusinessPark is extended, the control tower may have tobe relocated.

The fire station is located to the west of theterminal. It is proposed to relocate the firestation to the south of the airport during the plan period.

Runway 10/28 is the main runway with currentfield dimensions of 1,869m x 46m. With adeclared strength (Pavement ClassificationNumber – PCN) of 30/F/A/W/T, it is suitablefor aircraft up to Boeing 757 without weightlimitations.

Runway 13/31 and Runway 07/25 arecurrently used as they provide the means fortake-off and landing for the high number ofgeneral aviation aircraft at Blackpool Airport,which relieves the main runway’s utilisation.Runway 07/25 has some advantages due toits orientation, as it is easier and quicker to taxion and off for departing and arriving aircraft.

The runway system capacity is dependent onthe taxiway system supporting it. Without asufficient taxiway system providing access to and egress from the runways, runwayoccupancies increase radically and reduce theircapacity. As no parallel taxiway is available toreach the far (eastern) end of Runway 10/28for take-off, or to vacate the runway afterlanding, the runway’s capacity is significantlyreduced by aircraft taxiing on it.

6. LAND USE – FUTURE AIRPORT INFRASTRUCTURE

13


To assess the approximate capacity of therunway/taxiway system, a take-off in a westerlydirection is presumed as a worst case, as itinvolves taxiing along the full length of Runway10/28.- Taxiing distance from a current aircraft stand infront of the terminal building to the westernthreshold of runway 10/28 measuresapproximately 1,140m. Assuming an averagetaxiing speed of 10 knots, taxiing to thethreshold takes about 220secs. (3.67 minutes)

- Assuming a higher taxiing speed of 15 knotsalong the length of the runway, the easternthreshold can be reached after a further242secs. (4 minutes)

- U-turn duration of approximately 20secs- Take-off run and vacating the runway 40secs- The total taxiway/ runway occupation for oneaircraft would be 522secs. (8 minutes 42secs)

An aircraft landing under the same conditionswould occupy the runway/ taxiway system for approximately 260secs (4 minutes 20secs),as it would not need to taxi along the runwayand perform a U-turn.

Adding one take-off operation and one landing operation, the two movementstogether would take 13 minutes. That meansthat approximately 8 commercial aircraftmovements per hour can be performed undercurrent conditions, not taking the actual apronstand capacity into account (see separatesection below). Although that figure could

theoretically be higher if several take-offs orlandings are performed one after the other,separation minima have to be complied with.In addition, an aircraft is often not ‘readilyavailable’ when a time slot becomes available.

Runway/Taxiway Occupancies for Take-off (Magenta) and Landing (Blue)Assuming no constraints on the apron, thecurrent main runway/taxiway system cansustain about 8 hourly movements under the conditions given.

The airport apron areas have recently beenextended and a pushback operation is in placeto accommodate four Boeing 737/757’s in anose-in configuration.

6.2.1AIRCRAFTFACILITY DEMAND TO 2030Runway System – According to the busy dayschedule 2030, there are two significant peaksduring the busy day:1. The morning movement peak between

06:00 and 06:55and2. The daytime movement peak between

10:00 and 10:55

The busiest hour of the day in terms of runwaymovements is the morning peak between06:00 – 06:55, when 15 movements occur (all departures). That is explained by therelatively high proportion of based low-cost

SOURCE: TPS PLANNING 2006

14

carriers, which have to leave early to achievetheir necessary daily rotations. Of those 15movements, 13 are Code C movements.The highest number of aircraft movementsduring the day occurs between 10:00 and10:55 (or 10:05 and 11:00) with 14 take-offsand landings, of which 8 movements arearrivals. Of those 14 movements, 7 are Code Cmovements. That implies a high diversity ofarrivals/departures, and of differently sizedaircraft, all contributing to high runway demanddue to alternating runway access/egressoperations and varied aircraft separationsduring take-off or landing.

Of those two cases, the second one is moreonerous. Comparing the 14/15 hourlymovements with the Runway System Capacityas discussed in Section 3.1, it becomes evidentthat with the current infrastructure such amovement number cannot be sustained. A taxiway parallel to the main runway has tobe provided.

6.2.2AIRCRAFTSTANDSThe highest demand for aircraft stands occursover night, due to the number of based aircraft.The maximum number of occupied standsrequired is 18, of which 13 are Code C stands.The total number of stands provided has tocater for the following cases:- Exceptionally high demands- Flight delays- Aircraft out of operation (blocking stand)and

- Stand out of operation (maintenance).

To take those cases into consideration, acontingency factor of 15% is commonly appliedto the number of stands counted. That representsa demand of 21 commercial aircraft stands, ofwhich 15 have to be of Code C size or larger.

Although the Busy Day Schedule 2030 doesnot denote Code D aircraft operationsspecifically, a low number of aircraft standsshould be of Code D size to accommodate theoccasional use of this type of aircraft. It has tobe noted that in that case not only the standsize has to comply with ICAO Code D standard,but stand and taxiway clearances as well.

The graph opposite depicts the peak hourmovement development over the years, as wellas the related peak stand demand. Figures for2025 are interpolated.

6.3PASSENGER TERMINAL AND TRANSPORT INTERCHANGEThe current passenger terminal building hasrecently been modified and upgraded as part of the redevelopment of the airport. The terminal building now has a capacity of 1.5 million passengers per year and consists of 13 check-in desks, 6 departure gates, 5,000sq ft of retail space and an additional baggagereclaim carousel. Given the capacity of therecently upgraded terminal building, and takinginto consideration the passenger forecasts, it is envisaged that the terminal building could

accommodate sufficient expansion but only fora short period of time. Architects andconsultants have been engaged to prepareplans for the submission of a planningapplication for the redevelopment of theterminal.

It is proposed to include within the terminalbuilding, facilities which will include a mix ofleisure and hotel developments. These facilitiesare required to assist the viability of overallinfrastructure development of the airportincluding the new terminal.

The terminal requirements in this section have been calculated using IATA formulae. The assumptions are based on today’sstandards.

The estimated terminal size for the finalplanning horizon 2030, is based on thefollowing parameters;

The figures computed provide sufficient facilitiesat most busy times of the year. The demandwill only exceed the calculated capacity in afew occasions, e.g. when the Seat Load Factor(SLF) rises above 79.7% (holiday periods) orwhen higher frequencies than expected occurdue to delays.

If new processes, such as self-service check-inand Internet check-in are introduced, somespatial requirements listed below may bereduced.

MOVEMENTS AND STAND DEMAND

20100

5

10M

OVEM

ENTS A

ND

STAN

DS

15

20

25

2020 2025 20302015YEAR

KEY PEAK STANDMOVEMENTS

PEAK HOURMOVEMENTS

SOURCE: TPS PLANNING 2006

15


Parameter Figure Comment

Design Flow Rate Departures 1,638 passengers Based on Busy Day Schedule, high morning peak (first wave) 6:00 – 6:55h

Design Flow Rate Arrivals 886 passengers Based on Busy Day Schedule, day peak 22:10 – 23:05h

Design Flow Rate International Arrivals 673 passengers Between 22:10 and 23:05h

Seat Load Factor (SLF) 79.7%

Parameter Figure Comment

DEPARTURES

Check-in counters 33 Manual check-in

Check-in area 1,155m2 incl. Counters etc

Departure Concourse 2,183m2

Security screening 1,749m2

Departure Lounge Airside 2,615m2

ARRIVALS

Arrivals Immigration 337m2

Baggage Reclaim Hall 1,920m2

Arrivals Concourse 753m2

Total Terminal gross floor area 24,700m2 Includes retail, plant rooms, offices etc

6.4HOTEL AND BUSINESS PARKAdjacent to the airport terminal building and its car park is a public house and hotel.

Also adjacent to the airport is the BlackpoolBusiness Park, previously owned and run byBlackpool Borough Council. This is now ownedby MAR Properties and is an integral element inthe future growth of the airport. It is proposedto expand the Business Park into the currentoperational area of the airport. This is a keyelement in sustaining the viability of theexpansion plans for the airport. It will be thesubject of a planning application in 2007 and it is understood as the area is Green Belt thatspecial justification will have to be provided to demonstrate its acceptance. As part of theapplication process the airport’s planningconsultants will submit a full report outliningthe reasons for the intrusion and why it isessential to support the airport’s plan forexpansion.

6.5BUSINESS AVIATIONThe airport currently caters for a number ofbusiness jet owners who operate from theairport. Further sites are available for businessaviation organisations which might wish tobase aircraft at the airport for maintenancepurposes and or Fixed Base Operation (FBO).The airport is also a base to CHC Helicopterswhich provides a vital service in supporting thegas rigs in the Irish Sea.

6.6AVIATION TRAINING AND MAINTENANCE CENTREThe airport in conjunction with Blackpool andFylde College are planning to develop anAviation Training Centre to provide specialisedcourses. It is proposed to locate this at theairport.

6.7FLYING SCHOOLSSeveral flying schools and clubs occupy spacecurrently on the airfield. It may be necessary to relocate some facilities to accommodateimprovements and development of a newterminal building. This will be determined afterfull consultation with the existing tenants andusers.

6.8OPERATIONAL FACILITIESAll the operational elements of the airport’sactivities are currently located on the northernside of the airfield. These comprise of a numberof hangars, the terminal building, administrationblock, fire and rescue base and the air trafficcontrol tower.

All these facilities are on the air side of theairport, but the area in general is adjacent toland which is allocated for the expansion of the adjacent Business Park. This provides theopportunity to attract new aviation relatedbusinesses to the area.

16

6.9INVESTMENTThe airport has recently invested in theextension and upgrade of the airport terminalbuilding. The re-fit and extension of the terminalbuilding has cost approximately £2.8 million.Within the early part of the life time of theMaster Plan it may be necessary to construct a new terminal building, which will requiresignificant levels of investment. It is anticipatedthat to cross fund such new airportinfrastructure, significant leisure and commercialdevelopment will be required as part of anynew terminal building.

Regarding other near term investments in theairport it is intended to improve and expandthe aircraft parking areas, increase the numberof car parking spaces currently available andinvest in additional retail uses in the terminalbuilding.

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7.1INTRODUCTIONThe importance of surface access to airportswas recognised in the July 1998 GovernmentWhite Paper, ‘A New Deal for Transport’, whichrequired UK airports to set up an Air TransportForum and to produce a Surface AccessStrategy. The forum objectives are:- To draw up and agree challenging short and long term targets for increasing theproportion of journeys to the airport made by public transport

- To devise a strategy for achieving thosetargets, drawing on best practice available

- A strategy to achieve these targets, taking intoaccount the planned growth at the airportand background growth in local traffic

- To oversee the implementation of the strategy

The purpose of the Air Transport Forum is toencourage more passengers to use publictransport for journeys to and from the airport.This involves working with the followingstakeholders:• Blackpool Borough Council • Blackpool Transport • Fylde Borough Council • Lancashire County Council • National Express • Northern Rail • Stagecoach • Virgin Trains • Jet2.com

At the time of acquisition of the airport fromBlackpool Council in July 2004 no SurfaceAccess Strategy had been produced. The current new owners have instigated theabove, and a Surface Access Strategy will beproduced in early 2007.

7.2EXISTING SURFACE ACCESSThe airport has the following transportattributes:- - The airport is ideally located on Squires Gate Lane within easy access to the M55 motorway, which links to the M6.Approximately 10,000 vehicles per day accessthe airport site. Traffic characteristics areunusual with the greatest vehicle numbers or peak period occurring between 19:00 and 20:00

- Blackpool is subject to large swings in trafficvolumes due to the seasonal effects of itstrade and events such as the annualIlluminations. The airport’s peripheral locationto these events means that it is often notaffected

- The airport is within 250m of Squires Gaterailway station from which runs an hourlyservice to Colne in East Lancashire via Preston.Whilst service levels are relatively low, thestation provides a foundation to improvepublic transport access to the airport

- Several key bus routes run in front of or nearto the airport. Buses do not currently accessthe airport terminal area, which gives scopefor improvement

- There is a local tram terminus Starr Gatewithin one mile of the airport. Whilst not themost conventional form of transport, itnevertheless offers another choice for users

- Options for cycling and walking are overshadowed by Squires Gate Lane which is adual carriageway. However there is potentialfor improvements to encourage these modesof transport

7.3SURFACE ACCESS PROPOSALSSome of the proposed initiatives that are beingdiscussed by the Air Transport Forum areoutlined in the following paragraphs.

7.3.1VEHICULAR ACCESS TO THE AIRPORTIt is accepted that as a result of the expansionof the airport the traffic levels on Squires GateLane will increase significantly and there maybe traffic management problems particularlyaround the peak holiday times and during theIlluminations. The entrance to Blackpool Airportis a signalised junction with the current signalsbeing part of Lancashire and Blackpool’sSCOOT system. The junction if it is retained, will have to be significantly improved to copewith the expected increase in passengernumbers. A new junction to serve a newterminal building could be designed to dealwith this and arrangements along Squires GateLane reviewed.

7. SURFACE ACCESS

18

Use of the private car dominates access toBlackpool Airport and is the preferred mode oftransport bringing flexibility, reliability and easyluggage handling. However, in line with local,regional and central government policy, theairport is working hard to reduce the relianceupon the private motor car and encouragegreater proportions of sustainable transportaccess.

With the exception of Common Edge Roadand Squires Gate junction, road access toBlackpool Airport is reliable, with few areas of congestion close to the airport, makingjourneys by car quick, easy and low cost. Thetraffic is subject to large seasonal swings due tothe tourism effect of Blackpool and events suchas the Illuminations, but Squires Gate Lane isless affected than the Promenade.

7.3.2CAR PARKINGThe airport has a total of 840 car parkingspaces. Parking is divided into staff and visitorparking. The staff area comprises 30 spacesand the visitor car parking is divided into short term (280) and long term (520).

The airport can accommodate future increasesin car parking in line with the guidance set outby the Government which was derived fromthe Regional Air Services Co-ordination Study(RASCO) for the Df T. The general provisions forairport car parking are 1,000 car parking spacesper million passengers per annum.

In order to restrict or prevent both staff andusers of the airport from parking in localresidential areas, the airport will work jointlywith the County and Borough Councils with aview to introducing procedures and measures,which would address and control those issues.This may include residents parking schemesand restricted parking zones. Options foraddressing this issue are ongoing, but will beresolved during this plan period. The MasterPlan also ensures that sufficient land is zonedfor car parking in the longer term, and shoulddemand exceed the forecast, it may bepossible to build multi deck car parks.

7.3.3MOTORWAY SIGNAGEThe airport also encourages improvements tomotorway signage. In particular the M6 wherethere is no indication of Blackpool Airport at or before the crucial M6/M55 junction.Motorway signage provides vital information aspart of passengers’ decisions. The HighwaysAgency is encouraged to review and remedythis situation and Blackpool Airport offers its fullsupport for such an initiative.

7.3.4BUSESBlackpool’s local bus services offer a flexibleservice connecting the airport to most of theFylde Coast. However the bus only represents aminor share of visitor trips to the airport and alow proportion of trips made by employees.The airport intends to work closely with all bus

service operators to encourage further busroutes.

7.3.5TAXISThe airport currently has an agreement with ataxi concession contractor. A daily update offlight arrivals is provided to the taxi companyand this enables demand to be co-ordinatedfor arriving passengers.

It is recognised that taxis are public transportand do provide a valuable customer service,particularly in areas without other publictransport services or at times of day when busservices operate less often.

7.3.6RAILWith the proximity of Squires Gate station, railcan play a more important role in providingaccess to Blackpool Airport. Passenger usage at Squires Gate has beensteadily increasing which indicates that it isbeing used more by passengers travelling to the airport :2003 – 2004 13,000 2004 – 2005 13,500 (4% increase ) 2005 – 2006 14,800 (9% increase )

It can provide a link to the airport’s catchmentarea around Preston and into East Lancashire,as well as west coast main-line links intoCumbria and Scotland and south towardsManchester. The main service is the hourly

19


Northern Rail service between Blackpool Southand Colne. The following operators serveSquires Gate or Preston (West Coast Main Line Station):• Northern Rail • Virgin West Coast • Central Trains • First Trans Pennine Express

The airport is engaging with Northern Rail toimprove rail facilities with a number of potentialimprovements including:- Renaming the station "Squires Gate forBlackpool International Airport"

- Installation of new passenger shelter withbetter quality information

- Increasing the number of poster cases at thestation. A new one to include street mapindex highlighting airport and Pleasure Beachand another to advertise the airport

- Installation of a new 2-3 button help point atthe station possibly incorporating new GSMtechnology

- Cases for timetables and rail route maps atthe airport

- Improved signage for passengers linking theairport to the station

- Passenger announcements at Preston stationindicating that Squires Gate is the station forBlackpool International Airport

- Improvements to Platform 1 or other platformsserving Blackpool International Airport – It haslong been recognised both locally and byregional authorities that provision forBlackpool International Airport at Preston

Station is an important strategic improvement.Access limitations and passenger amenityrequire improvement.

- Access via stairs or other arrangement. Due tosite limitations it is not possible to build aramp within the station boundary, because inorder to comply with DDA requirements, anaccess ramp with a 1 in 12 incline is required.This would necessitate a zig-zag arrangementwith a larger footprint than can beaccommodated. In the longer term theoutputs of the Platform Feasibility Assessmentwill inform decision making in this area.

- Feasibility study for a passing loop. A localpassing loop would allow an increasedfrequency of service and reliability of operation

7.3.7STAFF TRAVEL PLANThe airport is developing a Staff Travel Planwhich will promote a range of transportinitiatives including walking, cycling, car sharingand public transport. Some of the initiativesinclude: - Dedicated secure cycle parking. The airportwill introduce 20 new secure cycle parkingspaces. Additional parking will be introducedsubject to demand which will be monitored.The cycle parking will follow LCC guidelinesand be placed in a prominent, well lit positionwith good quality signing and localinformation provided

- Cycle and walking promotion – the majorityof employees working at the airport livewithin 3 miles of the site. Given the largely

flat geography, cycling conditions on the Fylde are relatively good. However people areoften put off by traffic conditions and lack ofinformation. A campaign, as part of the StaffTravel Plan, to encourage cycling and walkingwould help to raise its profile

PASSENGER USAGE AT SQUIRES GATE STATION

13,0002003 – 2004

13,5002004 – 2005 4% INCREASE

14,8002005 – 2006 9% INCREASE

SOURCE: NORTHERN RAIL

8.1INTRODUCTIONIt is recognised that a balance needs to bestruck when weighing up the social andeconomic impacts of aviation against theenvironmental impacts. This section considersthe following issues and mitigation measures:• Aircraft Noise• Air Quality• Landscape and built development• Water Quality• Other mandatory environmental standards• Surface Access

8.2AIRCRAFT NOISEDue to the limited number of aircraftmovements, which have previously beenassociated with the operation of the airport,there has been limited noise nuisance tonearby residential properties. There are also acomparatively limited number of residentialproperties, which are located in close proximityto the perimeter of the airport.

Given that the airport was an operationalairbase, prior to the introduction of planninglegislation, there are no planning conditionscurrently restricting the number of flights, their times of operation, nor their noiseattenuation levels.

Baseline noise assessments have been carriedout by an independent consultant, Sound

Advice, with a view to producing a basicassessment of noise from aircraft at points closeto existing residential properties in and aroundthe airport. The conclusion of that assessmentwas that based on the level of take-off andlanding from Boeing 737 aircraft, the overallenergy average level LAeq was 62dB for thewhole period. If the 737 events are removedelectronically, then this reduces to 58dB. This latter figure could be said to be the typicalcurrent daily ambient noise from traffic, lightaircraft activity and other sources affecting the houses on the Hamlet (LAE for 15 hours = 105Db).

The effect of the current Boeing 737 events onthe daily noise average would be to increase itto just 59dB.

Any planning application for a new terminalbuilding is likely to be accompanied by a fullEnvironmental Impact Assessment which willcover more fully the issues surrounding noiseas a result of a significantly expanded airport. In response to a number of objections fromlocal residents the airport will give carefulconsideration to the issue of ‘night time’ flyingand will wherever possible ensure that flighttimes reflect the sensitivity of this issue inrelation to residents concerns.The airport proposes to manage noise issueswith the following mitigation measures toensure that aircraft noise is adequatelycontrolled:

- There are no planning conditions or leaselimitations which prohibit the operation ofcertain types of aircraft at night, nor thenumber of flights in any one given period

- For the duration of this Master Plan period, it is not envisaged that night flights between01:00 and 05:30 will be carried out

- The airport issues a number of operationalinstructions, which require users to operatewithin certain limits. The airport is alsocurrently considering its operationalinstructions, with a view to further minimisingnoise nuisance, particularly during take-off, inan easterly direction, along the main runway.Aircraft operating passenger services havealso to comply with stringent internationalnoise regulations

- The cross runway, which operates in asoutheast and north-westerly direction will be closed, with only the main runway beingutilised. This will further minimise noise levelsfor nearby residential properties, particularly foroccupiers of properties within the WestgateRoad area and other residential areas at thenortherly part of St Annes

As from 2007 all major airports – in line withEU Directive 2002/49/EC will have to producenoise maps and an action plan to managetheir noise impact.

8. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

20

21


8.3AIR QUALITYThe airport places priority on managing the airquality in its immediate location and undertakesto improve environmental standards.

8.3.1THE LEGISLATIVE CONTEXTAir quality levels are managed by localgovernment but are governed by national andinternational regulations and laws.- In the UK, there is the Government’s NationalAir Quality Strategy. This sets out targets basedon human health

- At a European level, there is the Air QualityFramework Directive, and again, it sets outhealth based targets

- At a local level, local authorities are requiredto assess air quality in their areas forcompliance with national air quality ofobjectives

8.3.2CURRENT ASSESSMENTAfter consultation with the relevant authoritiesexisting pollutants are currently below therelevant air quality objectives. Further air qualityassessments will be carried out during the lifetime of the Master Plan. The potential forincreased air pollution as a result of theincreased number of aircraft movements to and from the airport will be considered as part of the planning application submission for

the new terminal building. It will be a keycomponent of the Environmental ImpactAssessment.

8.4LANDSCAPE AND BUILT DEVELOPMENT HERITAGEThe main heritage issue relevant to the site ofthe airport is the designation of a biologicalheritage site as designated by LancashireCounty Council. The designation covers a small,irregular area of land to the west of the airportsite. As such, any future development proposalswhich are likely to impact significantly orfundamentally on the biological resources ofthe sites will have to be given carefulconsideration. It is unlikely that any expansionplans will impact upon the Biological HeritageSite, but should this issue arise, measures ofmitigation may be able to be put in place tominimise its impact. This will be consideredduring the preparation of the EnvironmentalImpact Assessment to be submitted with theplanning application for the new terminalbuilding. Natural England will also be consultedin the preparation of the Environmental ImpactAssessment as the Ribble Estuary is a Ramsarsite and a Special Protection Area.

In relation to the built development, there areno heritage issues, which are likely to impactupon either current or future operations of theairport. The Master Plan indicates that the

airport will be transferring most of its facilities to the south side of the airfield. This will bringthe facilities into proximity with residentialproperties. Whilst the airport consider that thedistances from built development is atacceptable levels they are still aware of theconcerns of residents and their perception of the impact on their residential amenity. The re-location of hangarage, air traffic controlfacilities, fire service and emergency operationsto the south side of the airport is integral for plans for expansion. As part of the proposals,a series of mitigation measures will thereforebe looked at with regard to the following:- Consultation with residents adjacent to thesouthern boundary of the site prior to anydevelopment taking place

- Production and implementation of a fulllandscaping plan for the area

- Consideration of operational working hours inrelation to maintenance facilities, emergencytraining and general operational activity

22

8.5WATER QUALITYThe airport drainage system discharges to botha main interceptor and into a combined sewer.There have been no pollution incidents at theairport to the operator’s knowledge.

8.6VISUAL AMENITYAn assessment of the visual amenity of the area surrounding the airport was carried out.From that, it was noted that the airport has apredominantly flat and open environment due to the topography of the Fylde plain, as detailed in the Landscape Strategy forLancashire 2001. This is beneficial for theoperational requirements of the airport andCAA regulations, which require the removal of obstacles within operational airports.

The visual amenity of the airport with regards toits range of buildings, is such that the majorityof the operational buildings, and otherassociated range of buildings, are located tothe north of the site, generally on the SquiresGate Lane elevation, which is characterised inthe main, by built development, of varyingsize/scale. Any future development at theairport will take account of the visual attributesand character of the area particularly on thesouth side of the airport where there areresidential properties. As part of the proposedapplication for a new terminal building, the

impact on the visual character of the area willbe considered as part of the EnvironmentalImpact Assessment. This will not only considerthe impact of the new terminal building but willalso consider the effect on visual amenity of thenew facilities on the south side of the airport.

8.7GREEN BELTThe majority of the site of BlackpoolInternational Airport falls within the Green Belt designation, which separates the mainconurbations of Blackpool and Lytham St Annes. A portion of the site, mainly to thenorth of the site (which is where the majority of the associated buildings are located), falloutside of the Green Belt. The issue of GreenBelts were discussed in the White Paper, and a review and further guidance was proposed.The RSS is scheduled to be subject to publicconsultation in March 2006. In that document,it states that there will be no review of GreenBelt boundaries until after 2011. This implies thatafter 2011 there may be a review of the GreenBelt in Lancashire and the airport is activelysupporting this policy as part of the RSSconsultation process.

Any subsequent development, which cannotbe carried out under the General PermittedDevelopment Order, and which falls within theGreen Belt, will have to be considered againstthe very special circumstances, which prevail in

terms of PPG2. Part 18 of the General PermittedDevelopment Order is quite generous with theamount of permitted development that isallowed. This includes emergencydevelopment, air traffic control developmentand air navigation development. In Class A,Development at an airport, of Part 18, permitteddevelopment is as follows:-

“The carrying out on operational land by a relevant airport operator or its agent ofdevelopment (including the erection oralteration of an operational building) inconnection with the provision of services and facilities at a relevant airport.”

This means that the airport have permitteddevelopment rights to erect operationalbuildings within their perimeter as long as therelevant local authority are consulted first,unless it is an emergency situation, and thenthe size of building is limited to 200 cubicmetres in capacity and 4 metres in height. Car parking essentially required for theoperational use of the airport would also notrequire planning permission as long as therelevant Local Planning Authority is consulted.

8.8ECOLOGYThe airport operates a ‘long grass’ policy,primarily for aircraft safety reasons, given thatsuch a practise discourages the potential for

“The carrying out onoperational land by arelevant airport operator or its agent of development(including the erection oralteration of an operationalbuilding) in connection withthe provision of services andfacilities at a relevant airport.”

23


bird strikes. This policy, together with the needto keep many grass areas cleared for safety andsecurity reasons, results in substantial areas ofthe airport remaining undisturbed for longperiods. The airport will work to industryguidelines, which seek to achieve ecologicalbenefits within the first priorities of safety and security.

In relation to bird strikes, the airport is in linewith the UK average in the number of strikes in any one, given year. In 2005 there were 12 reports of bird hazard. Six of these wereidentified as definite bird strikes and six morewere a mixture of small birds and reported un-confirmed strikes.

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

In addition, any subsequent redevelopmentproposals in relation to the airport, will provideadditional landscaping where possible in orderto improve ecological and nature issues, whilstalso having regard to safety and security (i.e.,avoiding certain species which increase theattraction to birds and subsequent bird strikes).

8.9COMMUNITY INVOLVEMENT POLICYThe airport undertakes a wide range ofactivities and communication with the localcommunity. The airport Joint ConsultativeCommittee is the main body that meets on a regular basis with the Airport to raise issuesof immediate concern.

Other communication activities include: • the airport website• information sheets• regular liaison with local groups• school visits• public exhibitions• open days

24

9.1INTRODUCTIONIn May 2006 consultants, York Aviation wereappointed by Lancashire Economic Partnership(LEP) to undertake a study into the economicimpact of Blackpool International Airport. The study was completed in October 2006.

The key points of the study are as follows:

9.2ECONOMIC AND EMPLOYMENT EFFECTSAt present, Blackpool International Airportdirectly supports around 390 full time jobs andgenerates around £11 million of income in theLancashire economy. Through indirect andinduced effects, it is estimated that the airportsupports up to 310 additional full timeemployees and generates a further £9.2 millionof income.

Based on the current passenger forecasts it isestimated that the airport will support between1,860 and 2,210 full time employees by 2015and will generate between £69.5 million and £81.8 million (at 2005 prices) of income. As passenger numbers grow, by 2030, it isestimated the airport will support a further1,740-2,060 full time employees over the 2015figure – generating between £86.0 and £101.3million (at 2005 prices) of income.

These estimates of employment and incomeimpact do not include economic activitysupported through the catalytic impact of theairport. In the context of a modern developedeconomy, we would consider the widercatalytic benefits of the airport to be the moreimportant element overall.

9.3WIDER ECONOMIC IMPACT

9.3.1THE VALUE OF CONNECTIVITYThis impact study describes the economicbenefit brought to the sub-region by theconnectivity offered by the airport now and in the future. For companies the potentialadvantages of a location near an internationalairport include access to customers andmarkets.

There a number of companies withinternational business links located on theadjacent Business Park.

9.3.2SYNERGY WITH KEY SECTORSThe analysis demonstrates that there is a strongdegree of confluence between the sub-region’sgrowth sectors as outlined in the LancashireEconomic Strategy and those with a need forair services.

9.3.3INBOUND TOURISMThe airport can act as a gateway not only toBlackpool but to Cumbria, the Lake District andLancashire’s own tourist attractions. The Strategyfor Blackpool’s Visitor Economy 2006/2010sets out a framework for partnership and actionand points to a number of key strategic themes.Under ‘Leadership and the Visitor Economy’ the strategy notes that a key objective is to“purposefully exploit the opportunity offered byBlackpool International Airport to connectBlackpool to business and residentialcommunities regionally, nationally andinternationally.”

9.3.4QUALITY OF LIFEIt is also important to note the positive effectthe airport can have on the image andperception of Blackpool and Lancashire as a place to live, visit, work and do business, and this can lead to tangible positive impacts. The air service offer provided by Blackpool canalso significantly improve the quality of life ofresidents within its catchment.

9. THE SOCIAL AND ECONOMIC BENEFITS

“Blackpool InternationalAirport directly supportsaround 390 full time jobsand generates around £11 million of income inthe Lancashire economy.Through indirect andinduced effects, it isestimated that the airportsupports up to 310additional full timeemployees and generatesa further £9.2 million of income”

25


10.1INTRODUCTIONThis section sets out the measures taken by theairport to ensure that the draft Master Plan wasappropriately communicated and consultedupon with its local stakeholders.

10.2THE PUBLIC CONSULTATION PROCESSThe airport undertook an extensive consultationprocess, which was launched on 31st May2005 and closed on 14th September 2006.

The activities included:- Key stakeholders, which included GovernmentAgencies, Local Councils, CAA RegionalInspector, local MP’s, Joint ConsultativeCommittee and Residents Groups, receivedindividual briefings

- A consultation day was held for other key stakeholders such as Airlines and Tourist Boards

- Airport Display with consultation feedbackforms. Management representative availableto speak to interested parties

- Draft Master Plan available on website for download. Written comments wereencouraged by post and on a dedicated e-mail form. Printed copies were given to key stakeholders

- Press coverage

10.3SUMMARY OF PUBLIC CONSULTATION FEEDBACK In total the airport received 112 individualcomments regarding the proposed Master Plan.

These can be broken down into the followingcategories:• General objections with reasons given – 25• General objection but no reasons given – 9• Objections mainly regarding noise and

air pollution – 35• Other environmental objections – 1• General comments –10• Detailed comments but not objecting – 2• General support for expansion – 22• Support or no objection if night flights

stopped – 5• No objection except for the moving of

facilities to the south side – 3

There was a wide range of responses and thefollowing points have been addressed:- Some important planning policy referencespreviously omitted, now included

- Specific reference to the relevant paragraphsin the Northern Way regarding the role of the airport

- Comment on the need for the expansion of the Business Park to support the financing of the airport expansion

- An indication of timings regarding newterminal building and the submission of a planning application

- A revised section containing more detailregarding the surface access strategy

- Acknowledgement that noise issues and airquality issues will need to be covered in a full Environmental Impact Assessment toaccompany a planning application for thenew terminal

- Acknowledgement to engage with theairport’s immediate neighbours regardingplans to relocate facilities to the south side of the airfield

- A simplified model for passenger forecast

10. PUBLIC CONSULTATION

The following glossary explains airport specificterminology within the Master Plan.

THE AIRPORTBlackpool International Airport.

AIRCRAFT STANDA designated area on the aerodrome intendedto be used for parking aircraft.

APRONThe area where aircraft are parked, allowing for the embarkation and disembarkation ofpassengers.

BUSY DAY SCHEDULEThis represents a typical daily flight schedulewhich would be operated at each level offorecast passenger throughput.

LEQThe Leq is an energy mean of the noise levelaveraged over the measurement period andoften regarded as an average level.

STAKEHOLDERAny individual or member of a group with an interest in the activities of BlackpoolInternational Airport and on whom the airport’soperation will have an impact for example:government, airlines, councils.

26

APPENDIX 1. GLOSSARY OF TERMS

27


Glasgow Edinburgh

Aberdeen

Manchester

Leeds

Cardiff Bristol

Birmingham

London

Norwich

45 minutes drive90 minutes drive

APPENDIX 2. AIRPORT LOCATION PLAN

28

APPENDIX 3. DRAWING OF EXISTING AIRPORT

KEY

A MAIN RUNWAY

B CROSS RUNWAYS

C MAIN AIRCRAFT PARKING FACILITIES

D PASSENGER TERMINAL

E GA & MAINTENANCE FACILITIES

F AIRCRAFT TAXIWAYS

G PUBLIC & STAFF CAR PARKING

H HOTEL/PUB (INCLUDING PARKING)

29


APPENDIX 4. PHASING PLAN 1

KEY


I EXTENSION TO AIRCRAFTPARKING APRONRELOCATED FIRE STATIONJ

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

K

A MAIN RUNWAY

B CROSS RUNWAYS




F AIRCRAFT TAXIWAYS


30


L RELOCATEDFACILITIES

KEY


A MAIN RUNWAY

B CROSS RUNWAYS




F AIRCRAFT TAXIWAYS




K

31



M NEW PARALLEL TAXIWAYS

N NEWFACILITIES

KEY


A MAIN RUNWAY

B CROSS RUNWAYS




F AIRCRAFT TAXIWAYS


L RELOCATEDFACILITIES



K

32

KEY

APPENDIX 5. COMPLETED AIRPORT LAYOUT

1 NEWTERMINAL& ASSOCIATED CAR PARKING

2 RELOCATEDFACILITIES

3 HOTEL/PUB (INCLUDING PARKING)

4 MAINRUNWAY

5 MAINTAXIWAY

33


NOTES

34

NOTES

XX

Blackpool International AirportSquires Gate LaneBlackpoolFY4 2QYUnited Kingdom

t : +44 (0)871 273 777f : +44 (0)871 273 778

[email protected]

july 2007 - folkestone & hythe district council · reference material relating to the...

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