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National, Regional and Local Policy Context
Role of Policy
Air Service’ studies, including for the North of
4.1
A range of national, regional and local policies
England, were carried out. The ’Regional Air
have a bearing on the future growth and
Services Co-ordination Study’ (RASCO)
development of RHADS. These include, national
consolidated the various studies and its final
policies, such as the Air Transport White Paper,
report was published in 2002.24
which set a long term strategic framework for the development of airports; sub-regional
4.5
A series of regional documents were published
policies, which establish economic objectives,
as part of a National Consultation, including one
set transport priorities and relate these spatially
in respect of the North of England. Some
within a sustainability framework; and local
information in respect of the future potential
policies which ensure that the social and
traffic at Doncaster Finningley Airport, as it was
economic benefits of development are both
then known, was included and it was noted:
secured and balanced with the need to protect the environment. The Master Plan preparation
“The results suggest that, by 2030, Finningley
is running parallel to the formulation of the
could attract around 5 mppa if the Airport were
Local Development Framework by Doncaster
to be allowed to develop capacity to this level.
Metropolitan Borough Council (DMBC).
This would appear broadly compatible with the traffic figures for 2014 presented at the Inquiry.
4.2
Additional controls are exercised by regulatory
It is worth noting that at the Inquiry, there was a
bodies and statutory authorities, such as the
broad measure of consensus around the
CAA, and the Airport itself also operates an
potential level of traffic Finningley might attract.
Environmental Management Strategy (EMS) of its own to manage and mitigate environmental
Much of the forecast traffic is expected to be in
impacts.
the short haul scheduled and charter market, although there may be potential for a limited
4.3
This Master Plan is therefore part of an
number of mainly long haul charter services, with
interactive process. As proposals respond to
transatlantic routes probably the most likely.
the prevailing policy context, they are, in turn, to be taken into account in the formulation of
This analysis again appears to provide a logical
future policy. This Chapter summarises current
fit with the 2014 forecast and potential route
policies that have been considered in planning
network examined at the inquiry”25.
the future of the Airport. It also sets out the key statutory and regulatory requirements with
4.6
The White Paper is based on the principles of
which development must comply and which
sustainable development set out in the ‘UK
have influenced the preparation of the Master
Sustainable Development Strategy’ (1999)26
Plan.
and seeks to optimise the social and economic benefits of increased air travel whilst managing
NATIONAL POLICY The Future of Air Transport White Paper (2003) 4.4
The White Paper is the Government’s strategic policy statement on airports and is the starting point for the preparation of airport Master Plans. Prior to its publication, a number of ‘Regional
24 “Regional Air Services Co-ordination Study” (RASCO), Final Report, Department for Transport (2002). 25 “The Future Development of Air Transport in the UK - North of England - A National Consultation”, Department for Transport (July 2002). 26 “UK Sustainable Development Strategy”, Department of the Environment, Transport and the Regions (1999).
45
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its environmental impacts. The Government
environmental impacts that air travel
has updated its approach towards delivering
generates; and n ensure that airport development is properly
sustainable development in ‘Securing the Future – UK Government Sustainable Development
linked in to wider transport strategy and to
27
other transport networks.”28
Strategy’ . This Strategy sets five principles that will guide future policy: 4.8 n living within environmental limits;
The White Paper adopts a balanced approach to meeting future air transport needs which:
n ensuring a strong, healthy and just society; n achieving a sustainable economy;
n recognises the importance of air travel to
n promoting good governance; and
national and regional economic prosperity
n using sound science sensibly.
and that not providing additional capacity would significantly damage the economy and
The proposals to support the future growth of the Airport set out in this Master Plan will be
national prosperity; n reflects people’s desire to travel further and
guided by these principles.
more often by air and to take advantage of the affordability of air travel and the
4.7
The purpose of the Air Transport White Paper is described as being to:
opportunities this brings; n seeks to reduce and minimise the impacts of airports on those who live nearby and on the
n “provide a clear policy framework against which airport operators, airlines, regional
natural environment; n ensures that over time aviation pays the
bodies and local authorities can plan ahead.
external costs its activities impose on society
The lack of such a framework has been a
at large - in other words, that the price of air
serious hindrance to the efficient development
travel reflects its environmental and social
of airports, resulting in over-lengthy planning
impacts;
inquiries and unnecessary delay;
n minimises the need for airport development
n give greater certainty wherever possible to
in new locations by making best use of
those living close to airports and their flight paths. Again, the lack of a clear long-term
existing capacity where possible; n respects the rights and interest of those
strategy and the slow progress of decision making has created unnecessary blight and
affected by airport development; n provides greater certainty for all concerned in the planning of future airport capacity, but at
distress for many people; n take a view of the long-term demand for air
the same time is sufficiently flexible to
travel and airport capacity, both for the
recognise and adapt to the uncertainties
country as a whole and across regions and
inherent in long-term planning.29
of the best long term strategy to respond to that demand, rather than addressing each separate proposal in a piecemeal and uncoordinated fashion; n set out a strategic and sustainable approach to balancing the economic benefits of airport development, the social benefits of easier
27 “Securing the Future - UK Government Sustainable Development Strategy”, Department for Environment, Food and Rural Affairs (2005). 28 “The Future of Air Transport”, Department for Transport (2003), para. 1.6.
and more affordable air travel and the
29 ibid, para 2.18.
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4.9
The Government seeks to achieve this
balancing the needs of the economy with social
balanced approach through encouraging the
and environmental considerations.
growth of regional airports to serve regional 4.12
and local demand, subject to environmental
The White Paper recognises the need to
constraints. This will have a number of benefits,
provide for air freight and it notes that the speed
including:
of delivery that air freight can offer is an increasingly important factor for many modern
n supporting the growth of the economies of
businesses, especially where just-in-time
Scotland, Wales, Northern Ireland and the
practices and high value commodities are
English regions;
concerned. The Air Transport White Paper
n relieving congestion at more over-crowded
expressed the Government’s view that
airports, particularly in the South East, and
“the ability to meet the world-wide rapid
therefore making better use of existing
delivery and logistics requirements of modern
capacity;
business is an important factor in assuring the
n reducing the need for long-distance travel
future competitiveness of both UK and
to and from airports; and
regional economies. The Government wishes
n giving passengers greater choice.
30
to ensure that there are airports in the UK able to accommodate the anticipated growth
Doncaster - Finningley Airport (now Robin Hood)
in the demand for air freight, subject to
4.10
The Air Transport White Paper makes specific
the satisfactory resolution of environmental
reference to Doncaster - Finningley Airport (now
concerns, especially in respect of night
RHADS) in that it notes that planning permission
noise.”33
for the development of a civil airport at the former RAF Finningley was granted in April
Climate Change
2003 and that the issues (of airport growth)
4.13
The Air Transport White Paper states that the
were considered at the public inquiry, and were
aviation sector needs to take its share of
therefore not considered in the Government's
responsibility for tackling the problem of climate
consultation on the White Paper. It states that
change and placing the UK on a path to a
the Airport will be able to develop within the
reduction in carbon dioxide emissions by some
conditions set as part of the planning
60% from current levels by 2050. The
permission, including a limit of 57,000 air
Government believes that the best way of
transport movements a year. It notes:
ensuring this is through the introduction of a
“the long-term development of the Airport will
well designed international emissions trading
need to be considered in any future review of
regime and it is pressing for the development and implementation through the International
this White Paper or, if required sooner, through 31
normal regional and local planning processes.”
Civil Aviation Organisation (ICAO) of such a regime. The Government has sought the
Sustainable Distribution 4.11
inclusion of intra-EU air services in the EU
The Future of Transport White Paper published by the DfT in 2004 reflects the conclusions of
30 ibid, para 4.35.
‘Sustainable Distribution: A Strategy’32 that
31 ibid, para 8.42.
demands for the transport of goods by all
32 “Sustainable Distribution: A Strategy”, Department of Environment,
modes must continue to be met sustainably by
Transport and the Regions (1999). 33 “The Future of Air Transport”, Department for Transport (2003), paras 4.28-4.30.
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Emissions Trading Scheme (ETS)34. This
that they attract business and generate
approach is supported by Sustainable Aviation,
employment, open up wider markets and that
of which the Airport is a signatory. The European
they can provide an important impetus to
Commission has since put forward a proposal to
regeneration and a new focus for commercial
include flights within the EU in the EU ETS from
and industrial investment. They are seen as
2012 and this was endorsed by the European
important hubs, particularly for the logistics
Parliament in July 2008.
industry. It also states that “land outside the existing airport that is needed for future
4.14
Two important reports to HM Treasury in 2006
expansion will need to be protected against
have addressed the issue of climate change and
incompatible development in the intervening
make clear that transport should cover the full
period.” 37 This is a relevant factor to be
costs of its own climate impacts. Sir Nicholas
considered in this Master Plan. RASCO also
35
Stern’s report on the ‘Economics of Climate
identifies the potential for MRO activity, where
Change’ has identified emissions trading and
it states:
new technology as the key to tackling this global problem. He argues that the challenge of
“In line with its Transport White Paper policy of
preventing dangerous climate change can be
encompassing the growth of regional airports to
met, at a lower cost, if international co-operation
help support economic development in the
involving Europe and the US and China is
regions, the Government is keen to build on this
36
stepped up. Sir Rod Eddington’s report on the
significant regional presence in maintenance.
links between transport and the UK’s economic
Part of the reason for this is pragmatic.
productivity recognises the vital role that aviation has to play in the UK’s prosperity and quality of
If the UK is to maintain even its current share of
life, with international gateways identified as a
the MRO market, an alternative “regional based”
key strategic priority for future economic
strategy is likely to be needed in the medium
competitiveness. The inclusion of aviation in
term.
an ETS, endorsed by Sir Nicholas Stern, is recognised as the means by which the industry
Another important factor is planning provision;
would cover the cost of its climate impacts.
clearly any scheme involving new infrastructure will be subject to planning approval. In view of
4.15
In February 2007, Air Passenger Duty (APD) for
the potential land-take needs and the space
those people leaving the UK was doubled from
constraints many airports face, provision for
£5 to £10 for the majority of flights. Presented by the Government as an environmental tax on aviation, they have stated that the extra money raised by the increase is to be spent on improving public transport. The Lib-Con Government plans to scrap APD and introduce a per plane tax, but details are awaited.
34 “The Future of Air Transport”, Department for Transport (2003), Annex B. The EU ETS has been in operation since 2005 and is one of the policies implemented across Europe to tackle emissions of carbon dioxide and other greenhouse gases, thereby combating the serious threat of climate change. It covers around 1000 installations in the UK and over 12,000 across the EU.
Regional Economies 4.16
The Air Transport White Paper recognises that airports are an important focus for the development of local and regional economies,
35 “Stern Review on the Economies of Climate Change”, HM Treasury and Cabinet Office (2006). 36 “Eddington Transport Study”, HM Treasury and Cabinet Office (2006). 37 “The Future of Air Transport”, Department for Transport (2003), paras 4.24, 12.3.
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n increases in the number of foreign visitors
long-term maintenance development needs to be secured by way of regional development
and residents travelling to and from the UK; n the UK’s success in acting as a hub for
and airport master planning. Development of combined maintenance and
international air travel – 15% of international
training operations at UK regional airports,
air passengers are flying to or from a UK
particularly in co-ordinated packages, could:
airport.”40
n gain the support of the relevant development agencies;
4.18
The Progress Report acknowledges that
n play a part in wider economic regeneration;
regional airports serve a wide range of
n address industry needs and generate
international destinations and that “aviation has an important role to play in the future in
valuable employment opportunities.
developing the UK economy, supporting leisure Strategic partnerships between regional
and in enhancing our global connectivity. There
airports, higher education (such as colleges
is a strong demand for air travel, but this must
and universities) and established maintenance
be delivered in a way that balances the need to
providers (independent or airline-owned)
manage aviation’s environmental obligations”.41
will be vital in making the strategy a reality.”38 4.19 In commenting on General Aviation, it notes: Details on how Directions Finningley is meeting “The industry’s impact goes beyond commercial
this need are set out in Chapter 5.
airports and airlines. The General Aviation (GA)
The Future of Air Transport Progress Report (2006)
sector (business jets and recreational flyers), for
4.17
The ‘Future of Air Transport Progress Report’,
the economy. It is estimated that over 11,000
Department for Transport (December 2006),
people are employed in jobs directly related to
which was published after the Stern Review and
GA and the sector expenditure is estimated to
the Eddington Study, recognised specifically the
be £1.4 billion, equivalent to about 8% of total
employment potential of Robin Hood Airport.39
aviation expenditure.”42
example, makes an important contribution to
The Report places this issue within a national context when it states that the aviation industry
Planning Policy Statements
makes an important contribution to the UK
4.20
National planning policy is contained in Planning
economy, supporting around 200,000 jobs
Policy Guidance (PPG) and Planning Policy
directly and many more indirectly.
Statements (PPS). These documents and compliance in respect of particular development
“The importance of aviation to the economy is
proposals will be considered in detail as part of
rising as a result of broader economic trends:
any future planning applications. The provisions
n growing global economic integration, which
of this Master Plan have, however, had regard
leads to increasing business travel and greater movement of international freight: about one-quarter of the UK’s visible trade by value is carried by air; n rising disposable incomes in the UK, which enables more people than ever before to travel abroad for leisure;
38 “Regional Air Services Co-ordination Study” (RASCO), Department for Transport (2002), paras 11.7.6, 11.7.19, 11.7.20. 39 “The Future of Air Transport Progress Report”, DfT (December 2006), para 5.35. 40 ibid, para 1.10. 41 ibid, para 1.14 42 ibid, para 4.20
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to the main themes of national policy and, in
sustainable development set out in the UK
particular, the following statements.
strategy.
Planning Policy Statement 1:
2. Regional planning bodies and local planning
Delivering Sustainable Development
authorities should ensure that development
4.21
PPS1 (February 2005) sets out the Government's
plans contribute to global sustainability by
overarching planning policies on the delivery of
addressing the causes and potential impacts
sustainable development through the planning
of climate change.
system. The Government set out four aims for
3. A spatial planning approach should be at the
sustainable development in its 1999 strategy:
heart of planning for sustainable development.
The principles of sustainable development:
4. Planning policies should promote high
n maintenance of high and stable levels of
quality inclusive design in the layout of new
economic growth and employment;
developments and individual buildings in
n social progress which recognises the needs
terms of function and impact, not just for the
of everyone;
short term but over the lifetime of the
n effective protection of the environment; and
development.
n prudent use of natural resources.
5. Development plans should also contain clear, comprehensive and inclusive access
4.22
PPS1 describes the key principles that should
policies - in terms of both location and
be applied to ensure that development plans
external physical access.
and decisions taken on planning applications
6. Community involvement is an essential
contribute to the delivery of sustainable
element in delivering sustainable
development through the planning system.
development and creating sustainable and
It states that sustainable development should be
safe communities.”44
pursued in an integrated manner that promotes outcomes in which environmental, economic and
The development of this Master Plan for the
social objectives are achieved together over time.
Airport has taken account of the principles of
Development plans should contribute to global
PPS1.
sustainability by addressing the causes and potential impacts of climate change through
Planning Policy Statement 3: Housing
policies which reduce energy use, reduce
4.23
PPS3 Housing (June 2010) sets out the national
emissions; for example, by minimising the need to
planning policy framework for delivering the
travel by private car, promoting the development
Government’s housing objectives. A principal
of renewable energy resources and taking climate
aim of the PPS345 is to underpin the
change impacts into account in the location and
Government’s response to the Barker Review
design of development43. Other key principles
of Housing Supply and create the necessary
relate to the promotion of inclusive access to ensure people’s diverse needs are met and community involvement in decision making is achieved:
43 See “Planning and Climate Change: Supplement to Planning Policy Statement 1”, Department for Communities and Local Government, (2007). 44 “Planning Policy Statement 1: Delivering Sustainable
1. “Development plans should ensure that sustainable development is pursued in an integrated manner, in line with the principles for
Development”, Department for Communities and Local Government (February 2005), para 13 extracts 45 “Planning Policy Statement 3: Housing”, Department for Communities and Local Government (June 2010), para 2.
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step-change in housing delivery, through a more
themselves the best locations and types of
responsive approach to land supply at the local
development in their areas. Local Planning
level.
Authorities (and the Planning Inspectorate) are expected to have regard to this new policy
4.24
The Government’s housing policy objectives
position in preparing development plans and,
provide the context for housing policies in
where relevant, to take it into account as a
development plans and decisions on planning
material consideration when determining
applications. The specific outcomes that the
applications. The development of this Master
planning system should deliver are:
Plan has taken account of the principles of PPS3.
n High quality housing that is well-designed and built to a high standard. n A mix of housing, both market and affordable, particularly in terms of tenure
Planning Policy Statement 4: Planning for Sustainable Economic Growth 4.27
PPS4 set out that the Government’s
and price, to support a wide variety of
overarching objective is sustainable economic
households in all areas, both urban and rural.
growth. It sets out a number of key objectives
n A sufficient quantity of housing taking into
for planning in order to achieve this objective including:
account need and demand and seeking to improve choice. n Housing developments in suitable locations,
1. Building prosperous communities by
which offer a good range of community
improving the economic performance of
facilities and with good access to jobs, key
cities, towns, sub-regions and local areas,
services and infrastructure.
both urban and rural;
n A flexible, responsive supply of land –
2. Reducing the gap in economic growth rates
managed in a way that makes efficient and
between regions, promoting regeneration and
effective use of land, including re-use of
tackling deprivation;
previously-developed land, where
2. Delivering more sustainable patterns of
appropriate.46
development, reducing the need to travel, especially by car and responding to climate
4.25
PPS3 was amended in July 2010 by the Lib-
change.
Con Government and the following changes took immediate effect:
4.28
The intention of PPS4 is to ensure that local planning authorities proactively encourage
1. private residential gardens now excluded
sustainable economic growth, particularly in
from the definition of previously developed
areas with high levels of deprivation. Policy
land (as set out in Annex B):
EC10 of PPS4 provides that planning
2. the national indicative minimum density of 30
applications that secure sustainable economic
dwellings per hectare is deleted from
growth should be treated favourably.
paragraph 47. 4.29 4.26
Government places increased weight on the
These changes empahsise that it is for local
economic and job creation benefits of
authorities and communities to take the
development and wishes to see a proactive
decisions that are best for them, and decide for 46 ibid, introduction para 10.
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approach to proposals that generate economic
More can be found regarding safeguarding
growth. The importance that the Government
in respect of RHADS in Chapter 12.
places on encouraging economic development is illustrated by Policy EC11 which, even though
4.32
PPG13 states that local authorities will need
it relates to proposals which do not accord
to consider the growth of regional airports as
whith the up to date development plan, requires
many are at a point where the introduction of
that local planning authorities should weigh
new services is becoming increasingly attractive
market and other economic information
and where higher utilisation may be achieved.
alongside environmental and social information;
It encourages regional airport growth to cater
take full account of any longer term benefits of
for local demand where it is consistent with
job creation and improved productivity including
sustainable development.
wider benefits to the regional economy and consider whter proposals would help to meet
4.33
PPG13 recognises that airports have become major transport interchanges and road traffic
wider objectives of the development plan.
generators. Local planning authorities are Planning Policy Guidance 13: Transport
encouraged to consider the extent to which
4.30
PPG13 (March 2001) sets out the Government’s
development, including terminal facilities,
commitment to sustainable travel. It seeks to
transport interchanges and car parking, is
co-ordinate land use and transport policy to
related to the operation of the airport, and is
minimise the need to travel. This includes
sustainable given the prevailing and planned
making provision for walking and cycling,
levels of public transport.48 These issues are
facilitating reliable and efficient public transport
covered in the ASAS and associated Travel Plan
access, and managing car parking to support
published along side this Master Plan. The
these objectives.
planning of facilities is considered in further detail in the context of the Master Plan
4.31
Details of measures planned as part of this draft
proposals in Chapter 8.
Master Plan are set out in Chapter 9. PPG13 indicates that local planning authorities should
4.34
PPG 13 advises that surface access needs
consult the Airports Policy Division of the DfT on
should be planned as part of the wider
draft development plan policies and proposals
transport strategy for the local area:
relating to airports and airfields. “Local transport plans should reflect the wider “In consultation with DETR’s Airports Policy
transport role defined for airports in regional
Division, local planning authorities should:
strategies…This may involve for example, parking restraints and the development of a
n identify and, where appropriate, protect sites
travel plan for the airport…”49
and surface access routes, both existing and potential (including disused sites), which could help to enhance aviation infrastructure
4.35
In respect of the location of aviation related development, PPG 13 states that:
serving the regional and local area; and n avoid development at or close to an airport or airfield which is incompatible with any existing or potential aviation operations.”47
47 “Planning Policy Guidance 13: Transport” (2001), Annex B, para 6. 48 ibid, Annex B, para 7. 49 ibid, Annex B, para 8.
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“The environmental impacts of aviation
generates a range of economic activity and new
proposals will always need to be carefully
job opportunities.51 PPG21 recognises that the
considered. Existing sites with established
tourism industry is a major employer within the
aviation uses…will often provide the best
UK. The guidance goes on to promote and
opportunities for aviation facilities, in so far as
encourage the growth of tourism and advises
neighbouring development is likely to be
that a sustainable balance should be found
50
between tourism and the environment.
compatible with aviation use.”
Planning Policy Guidance 24: Noise
Planning Policy Statement 9: Biodiversity
4.36
PPG24 (September 1994) provides guidance
and Geological Conservation
on acceptable levels of noise in respect of
4.38
PPS9 (August 2005) seeks to protect features
developments that generate noise and land
of ecological interest and promote biodiversity.
uses which are sensitive to noise. It does so
It provides that new development should have
with reference to ’Noise Exposure Categories’
minimal impacts on biodiversity and enhance it wherever possible in order to: n "Promote sustainable development by ensuring that biological and geological diversity are conserved and enhanced as an integral part of social, environmental and economic development. n Conserve, enhance and restore the diversity of England's wildlife and geology by sustaining, and where possible improving, the quality and extent of natural habitat and geological and geomorphological sites."
related to the extent and duration of noise.
4.39
This Plan has had particular regard to the
RHADS monitors noise associated with its
internationally recognised sites at Hatfield Moors
activities through two fixed and a mobile
SAC, Thorne Moors SAC and Thorne and
monitor. Noise contour diagrams which illustrate
Hatfield Moors SPA located to the north of
the areas most affected by aircraft noise are
RHADS. Chapter 11 considers issues related to
prepared on a regular basis to inform the
ecology and biodiversity.
Airport’s Sound Insulation Grants Scheme (SIGS). Modelling of potential future noise
Other Planning Policy Statements
impacts is an important part of this Master
4.40
PPGs and PPSs cover a range of other social
Plan. More details in respect of noise can
and environmental issues which are relevant to
be found in Chapter 11.
this Master Plan. For example, PPS5 Planning for the Historic Environment advises that
Planning Policy Guidance 21: Tourism
development should respect the cultural
4.37
heritage value of its surroundings. In particular,
PPG21 (November 1992) states that tourism makes a major contribution to the national economy and to the prosperity of many cities,
50 ibid, Annex B, para 9.
towns and rural areas. Its continuing growth
51 PPG 21: Tourism (1992), para 1.9.
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development must preserve or enhance Listed
RHADS and associated development has been
Buildings and their settings, Conservation Areas
informed in part by this evidence base. The
and Scheduled Ancient Monuments. PPS7
evidence base of RSS therefore remains
Sustainable Development in Rural Areas seeks
relevant and reflects the Council’s strategic
to safeguard rural environments and landscape
approach to the future growth and development
quality. It advises that all new development
of Doncaster.
should respect and where possible enhance its landscape setting. The proposals in the Master
Spatial Priorities
Plan have been assessed in terms of their
4.42
RSS recognised as a key spatial priority that the
potential impacts on cultural heritage, ecology
region needs, over the long term, to capitalise
and landscape. These matters, together with
on existing strengths to unlock potential and to
PPS 25 dealing with flood risk, are considered
improve the quality of life, prosperity and health
in Chapter 11.
of current and future generations. It noted that economic, social and environmental progress
REGIONAL POLICY The Yorkshire and Humber PlanRegional Spatial Strategy for Yorkshire and the Humber to 2026 4.41
has been uneven across the Region. 4.43
The ‘Overall approach and key spatial priorities’ were set out in Policy YH1 which stated that
The Regional Spatial Strategy (RSS) for
“plans, strategies, investment decisions and
Yorkshire and the Humber issued by the
programmes should aim to transform
Secretary of State in May 2008 was part
economic, environmental and social conditions
of the statutory development plan, which also
in the Regeneration Priority Areas - the older
incorporated the Regional Transport Strategy
industrial parts of South Yorkshire, West
(RTS)52. In July 2010 the Lib-Con Government
Yorkshire and the Humber”.54
revoked RSS in favour of more localised decision making53. Although RSS itself is no
4.44
In addition, transport investment was aimed at
longer a statutory policy document, the policy
supporting and delivering the spatial strategy.
development contained within it was
Policy YH7 “Location of Development” noted
underpinned by a comprehensive evidence
that “in identifying sites for development, local
base, and it is this evidence that remains
planning authorities should adopt a transport-
relevant and is material to this Master Plan. In a
orientated approach to ensure that developers
letter which explained the revocation of RSSs,
make the best use of existing transport
the Government’s Chief Planner stated that:
infrastructure and capacity” and comply with
“Evidence that informed the preparation of the
public transport accessibility criteria and
revoked Regional Strategies may also be a
maximise accessibility by walking and cycling.
material consideration, depending on the facts of the case”. It is considered that in respect of
South Yorkshire Sub Area
RHADS, this evidence base and approach
4.45
Sheffield is the Sub Area’s main centre of
adopted to the growth and development of
economic activity and as a large core city of an
RHADS remains a significant material
extended City Region it provides for a range of
consideration. This is evidence by the fact that Doncaster is progressing a Core Strategy and is consulting on revised Preferred Options which currently demonstrate that its approach to
52 “The Yorkshire and the Humber Plan, Regional Spatial Strategy for Yorkshire and the Humber to 2026”, Government Office for Yorkshire and the Humber (May 2008), 53 This is the subject of a legal challenge by Cala Homes 54 RSS for Yorkshire and Humber, page 11.
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high-order services for a wide area. Doncaster
the 'South Yorkshire Context Diagram'56. The
is rapidly developing as a logistics centre of
Secretary of State acknowledged that the RSS
regional and national importance because of its
should:
strong relationship to the national rail and
n reflect the regeneration needs of Coalfield
motorway network. Rotherham lies between
areas, n ensure consistency with other parts of the
the two and has strong labour and housing market links with both. Barnsley lies to the
Plan, and n reflect the scale and significance of
north of the others. It is a significant market town and sub regional service centre within the
development likely to take place at Robin
sphere of influence of Sheffield and Leeds.
Hood Airport and its role as an economic
Developing these centres and their
driver.
complementary roles will be at the heart of the renaissance of the Sub Area.
4.50
There was a clear recognition of the important economic role of RHADS in the wider regional
4.46
Despite significant long term regeneration
economy. The Secretary of State indicated that
interventions, South Yorkshire has some of
the Airport can grow as a transport facility, and
the Region’s worst levels of multiple exclusion,
recognised its economic importance as a
including poor health, disability, limiting long
“regionally significant investment priority”57.
term illness, fuel poverty and crime in the larger cities and towns. These conditions also
4.47
4.51
The following extracts from the South Yorkshire
characterise many of the smaller and relatively
Sub-Area Policy (SY1) include a number of
remote settlements.
policy statements relevant to RHADS.
The RSS sought to address the housing
“Plans, strategies, investment decisions and
needs of the Sub Area including securing an
programmes for the South Yorkshire sub area
appropriate level of new house building related
should:
to forecasts of household growth and
B Economic development 6 Reflect the importance of Robin Hood
economic performance.
Airport to the South Yorkshire economy. 4.48
RSS acknowledged that many parts of the
D Transport
Region, including the older industrialised parts
3 Secure excellent road, rail, inland
of South Yorkshire, continue to need to be
waterway and air links between South
restructured and the legacies of the past
Yorkshire and the rest of the UK and
addressed. The Northern Way initiative (see
beyond.
below) reflects the need for the Region's cities
4 Provide for operational and related
to act as powerhouses of new economic
development (as defined in PPG13) at
growth which is seen as a key means to
Robin Hood Airport Doncaster Sheffield
achieving economic transformation.55
and improve surface access, particularly by public transport.
South Yorkshire 4.49
F
Regionally significant investment priorities
RHADS was recognised as a Regionally Significant Investement Priority (see paragraph
55 ibid, paras 2.12 and 4.2
4.47) and as one of the 'Regeneration and
56 ibid, Figure 4.2.
Investment Areas of Sub-Area Significance' on
57 "RSS for Yorkshire and Humber, Report of Further Changes", GOYH (May 2008), pages 7, 27, 30, 31.
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strongh position on the motorway network
6 Operational and related development at Robin Hood Airport and development in
and on crucial North-South and
appropriate locations arising from the
Transpennine rail routes. n High quality, car-competitive, public transport
airport's importance to the wider South
giving good access to jobs and services and
Yorkshire economy.”
feeding into the four main centres. This 4.52
The supporting text read:
would be based primarily on improved bus networks and operational bus but could also
“Doncaster is rapidly developing as a logistics
include the extension of Super Tram and/or
centre of regional and national importance
the use of appropriate tecnologies.
because its strong relationship to the national
n A road network in good condition, managed
rail and motorway network” (Para 4.8).
and enhanced, in conjunction with car parking policies and other appropriate
“Robin Hood Airport opened in 2005 and is
demand management intended to maximise
expected to continue to grow as a transport
the use of existing roads space, minimise
facility during the Plan period in line with the
congestion and facilitate the free movement
policies SY1D and T6. Given its significance
of goods.
and the scale of investment likely to be brought
n Improved air quality and reduced energy
forward through the Masterplan, the Airport is
comsumption through improved use of
identified as a Regionally Significant Investment
public transport, reduced congestion and
Priority. Policy SY1B also recognises the
the encouragement of cycling and walking”58
importance of the Airport as a significant
(para 4.16).
economic driver and a catalyst for regeneration for the wider sub area; plans and strategies
4.53
should reflect this by facilitating development in
the delivery of the Sheffield City Region
appropriate locations in South Yorkshire that
Development Programme and the South
take account of the Core Approach and
Yorkshire Vision" and to "co-ordinate development
Economy policies of the Plan and PPG13”
and infrastructure provision". This included the
(para 4.9).
promotion of cross-boundary linkages with the adjacent areas of the East Midlands, as
“A key aspect of South Yorkshire’s potential
supported by Policy YH3, 'Working Together'.
is its accessible location with in the county
The wider context of the Trans-European Network
and transport connections, including north-
(NETA) was also recognised.
south and east-west strategic road and rail routes and Robin Hood Doncaster Sheffield Airport” (para 4.14).
Policy SY1G noted the role of RSS to "support
Biodiversity 4.54
Policy YH1, 'Overall approach and key spatial
“Transport investment is needed to support
priorities' also stated that "plans, strategies,
economic regeneration and renaissance of
investment decisions and programmes should
Sheffield and three sub-regional towns and
aim to protect and enhance the Region's
improve accessibility, congestion, road safety
environmental resources, including areas of
and air quality. The vision for transport is to
international and national importance and the
secure:
countryside". Policy YH8, 'Green infrastructure',
n Excellent road, rail and air links from South Yorkshire that build on the country’s relatively
58 "The Yorkshire and Humber Plan", GOYH (2008), para 4.8, 4.9, 4.14 and 4.16.
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stated that "areas and networks of green
Policy T6 Airports
infrastructure will be identified, protected,
A. “The following considerations should apply to
created, extended, enhanced, managed and maintained throughout the Region to ensure an
airport development and expansion proposals: I.
Contribution towards an overall strategy of
improved, accessible and healthy environment is
achieving better access, particularly by rail
available for the benefit of present and future
and other public transport, for the people and
communities, whilst protecting the integrity of
businesses of Yorkshire and the Humber to
internationally important biodiversity sites".
the full range of types of airport facility and services, including international long-haul
Economic Aspects 4.55
Policy E1 - ‘Creating a Successful and
opportunities and air freight 2. Contribution to the regeneration requirements
Competitive Regional Economy’ recognised that
of the local and regional economy and the
airports (and ports) act as significant economic
maximisation of potential economic benefit to
drivers (Policy E1H).
the Region 3. Fully meets the principles of sustainable
4.56
Additionally, RSS noted that RHADS is capable
development as demonstrated through a
of making a significant economic contribution to
sustainability appraisal setting economic
the region by:
and social benefits alongside local and global
n Providing sufficient land in sustainable
environmental impacts and protects the
locations to meet the needs of a modern
integrity of internationally important
economy.
biodiversity sites
n Supporting the priority economic sectors and clusters. n Promoting the role and development of tourism in a sustainable manner. n Contributing to the sub-regional policy
4. Fully responds to the key policy principles of reducing surface travel distances to air services outside Yorkshire & Humber 5. Making best use of existing transport infrastructure (including Travel Plans for
objectives in respect of both the Leeds City
managing surface access, minimising
Region and Hull and Humber Ports City
generation of car-borne traffic and reviewing
59
Region.
airport parking charges); and wherever possible improving or providing new access
Regional Transport Strategy 4.57
The integration of transport planning with land-
by public transport. B. Leeds, Doncaster and North Lincolnshire
use planning and other policy areas set the
Councils should ensure that any development
policy direction of the RTS. The RTS provided
of airport surface access takes account of the
a strategic steer on transport investment and
wider transport strategy for the local area
management, including in respect of airports.
including in adjoining districts and provides for
The Plan noted “A key aspect of South
a wider choice of mode of travel. Airport
Yorkshire’s potential is its accessible location
Transport Forums should implement surface
within the country and transport connections,
transport initiatives to ensure that access is
including north-south and east-west strategic
less car dependent.”61
road and rail routes and Robin Hood Airport Doncaster Sheffield”.60 The ‘Airports’ Policy T6 read:
59 ibid, paras 3.15 and 5.13 60 ibid, paras 4.14 61 ibid, page 194
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4.58
The RTS noted that “Air travellers in the Region
key element of the Airport’s future development
have, within a 1-2 hour journey time, access to
will be firm proposals to effect demanding modal
Leeds Bradford International Airport, Robin Hood
share targets for travel to the airport by public
Airport Doncaster Sheffield, Humberside Airport,
transport.
Manchester Airport, East Midlands Airport and Durham Tees Valley Airport. Parts of the Region
Improving surface access to the airport,
are also within the catchment of Newcastle
particularly by public transport, is a Category A
Airport. Also the London airports are significant
priority in Policy T9. Options being investigated
trip generators for long haul and business travel.
include improved bus services to Doncaster
This leads to 75% of the Region’s air passengers
Interchange, a new highway link from the Airport
flying from outside the Region with the knock on
to junction 3 on M18 and direct rail services. A
effect of extended surface journeys, often by
Master Plan is being developed for the period to 2030.
62
car.” It recognised that clawing back significant numbers of these travellers would reduce the
The recent rapid growth in low-cost air
amount of surface travel involved.
operations in the Region has been largely to 4.59
serve popular European holiday destinations,
In the context of Airports Policy T6, which is
although the Airport also serves destinations in
concerned with the development of airports as
Central and North America. This brings
transport facilities and airport related development
opportunities for inbound tourism, but there is at
as defined in PPG 13, the RTS stated:
present a net imbalance of leisure travel. Providing services to major EU business centres
Robin Hood Airport Doncaster Sheffield
would enable the aviation sector to make a
“The Airport started passenger operations in
greater contribution to the regional economy.”63
April 2005 and air freight operations in August 2005. The current planning permission covers
4.60
The RTS specified as “Outcomes” improved
operations up to approximately 2.3 mppa but
levels of public transport access and reducing
no forecasts for future growth were included in
surface access to air services outside the
the Aviation White Paper. The White Paper noted
Region with the relevant “indicators” to increase
that the Airport’s long-term development would
the share of travel by public transport.
need to be considered in any future review of the White Paper or, if required sooner, through
4.61
The Table of ‘Transport Investment and
normal regional and local planning processes.
Management Priorities’64 placed surface access
Since opening, the Airport has achieved rapid
to Robin Hood Airport, particularly by public
growth and within 6 months of opening was
transport, as a first tier category (Priority A12)
already attracting 1.2 mppa. Long-haul services
for improvement.
will be introduced in 2006 and it is highly likely that the Airport is capable of growing beyond
Air Freight
its current planning limits in the early part of the
4.62
The RTS acknowledged that “Air freight, which is
RSS planning period. Policy T6 provides the
shipped to or from the Region, is currently
policy framework to consider further
largely serviced by facilities at airports outside
development and expansion.
the Region. There is a need to examine the
Robin Hood is recognised as a key opportunity to deliver South Yorkshire’s spatial potential. A
62 Ibid, para 13.33 63 ibid, paras 13.42 to 13.46. 64 ibid, Table 13.24A
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facilities within the Region, where
Regional Economic Strategy for Yorkshire and Humber 2006 - 2015
environmentally acceptable, in order to meet
4.66
scope for the development of air freight
and Humber (RES) 2006, sought to transform
of regional airports to regeneration and
the economy of the Region by capitalising on
competitiveness of the Region, while helping to
its assets and tackling under performance. The
reduce the need for long road journeys to
RES established a clear Vision to make
south-east airports”. It noted also the
Yorkshire and the Humber “a great place to
comprehensive and integrated approach set
live, work and do business, that fully benefits
65
out in the Regional Freight Strategy. 4.63
The Regional Economic Strategy for Yorkshire
local demand and to optimise the contribution
from a prosperous and sustainable economy”.67
The Regional Freight Strategy66 (see Chapter 9)
Transport and Economic Activity
noted that within the Yorkshire and Humber
4.67
The RES acknowledged that transport affects
Region, the most likely growth potential was at
business success, quality of life and the
Robin Hood Airport. The potential for growth of
environment. It was a critical issue for the
the air-freight sector at the Airport is predicated
Region.
on the provision of more accessible freight services, flown direct out of the Region and via
4.68
Connectivity and the influence of national
the concentration of service providers based at
transport priorities and the associated
or near the airport where increased choice for
investment were seen as crucial. These
freight users within the region would be an
included the negative effects of congestion
asset to the region in its overall position as a
and poor transport on trade, freight movement
desirable location for freight related business.
and the operation of labour markets. The Region required more transport investment
4.64
In the circumstances the freight strategy
in relation to the level of population and GVA
concluded that the opportunities offered by
it supported now and in the future. It has had
the development of the Airport in terms of
a significantly lower level of transport
economic regeneration, employment prospects
investment per head than more prosperous
and transport opportunities should be
regions over a period of years and the RES
supported whilst acknowledging that services
argued that if this does not change then the
provided by alternative airports outside the
Region would run the risk that its economic
region would continue to play an active role in
growth would slow down.68
providing service to freight users in the Region. 4.69 4.65
The RES acknowledged that transport is a
Policy T4B Freight noted that “Plans,
major contributor to greenhouse gas emissions,
strategies, investment decisions and
and produces other pollutants that affect
programmes should: locate storage/distribution
health. Trends in congestion and oil prices
development with high levels of freight and
mean the cost of transport is likely to rise in the
commercial traffic close to intermodal freight facilities, rail freight facilities, airports, ports and
65 ibid, paras 13.28 and 13.29.
wharfs or roads designed and managed as
66 “Freight and Logistics Intelligence for the Regional Transport
traffic distributors”.
Strategy”, Yorkshire and the Humber Regional Assembly, para 7.1. 67 “Regional Economic Strategy Yorkshire and Humber 2006-2015”, Yorkshire Forward (2006), para 2.1. 68 ibid, para 1.50
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long term. The implication was that the Region
“the vision set out in the Sheffield City Region
should not rely too heavily on long car and lorry
Development Programme is to be “A pivotal
journeys.
international business location and one of the most successful city regions in the North of
4.70
The approach advocated in the RES was to
England” – characterised by its innovative and
prioritise public transport improvements, to
creative economy, strong connections to key
locate new development in places that were
markets, unrivalled quality of life and vibrant and
readily accessible by good public transport,
cosmopolitan population. Four broad priorities
and to sensitively manage growing demand
have been identified to move it forward which is
69
for car travel on key routes. In two specific
taken forward in the Regional Economic
respects, RHADS reflected these criteria well.
Strategy’s Objectives:
First, it makes a significant contribution to
n Developing knowledge and research on an
reducing cross-Pennine traffic and to reducing
internationally competitive scale; n Developing a comprehensive connectivity
the length of surface access journeys to other airports outside the Region. Second, it has
strategy; n Providing the skills required by an
already seen a significant (and growing) level of public transport service provision, much of
internationally competitive economy; and n Creating an environment to encourage
which was in place at the opening of the
investment and higher quality of life.”72
Airport. Sheffield City Region
Access to Airports
4.71
4.74
The RES recognised that the Sheffield City
The RES acknowledged that access to airports
Region has a major economic opportunity to
was important to the functioning of a modern
harness its manufacturing strengths to become
economy,73 and that expanding services at
a renowned centre for advanced production of
Leeds/Bradford and Robin Hood Airports
high value goods and services. It was well
especially would assist this and prevent long
positioned to play a complementary role to the
car journeys being made to airports further
Leeds and Manchester City Regions. The City
away, given a large percentage of those
Region has seen a profound economic
needing to fly have to use airports outside the
restructuring over the last 40 years.
Region. Given the large scale of the transport schemes and improvements proposed,
4.72
prioritisation was important to secure progress
Connectivity within the Sheffield City Region and
with a focus on the key outcomes that were
with the rest of the UK was seen as crucial.
deliverable in the short and long term.
“The new international Robin Hood Airport is located in the city region and much better connections to the rest of the region will assist success.”70 This is emphasised in the South Yorkshire diagram which set down development priorities for South Yorkshire placing Robin Hood Airport as a property led investment priority for the Sub Region.71
4.75
The RES noted that public transport to both airports needs to be improved.74 Objective 5 of the RES for Yorkshire and the Humber in referring to the topic of Transport, Infrastructure
69 ibid, para 3.103 70 ibid, para 1.65. 71 ibid, page 99.
4.73
The RES indicated that:
72 ibid, para 1.66. 73 ibid, para 1.52. 74 ibid, para 3.102.
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and Environment sought to protect and enhance
Given its geographic proximity, policies in
the environment and natural resources. As well
respect of the East Midlands were relevant to
as reducing economy-related greenhouse gas
the development of RHADS and helped inform
emissions directly, the Region would mitigate
the preparation of this Master Plan.
pollution through local schemes to offset emissions – such as enhanced land
Regeneration of the Northern Sub-Area
management and woodland creation.
4.78
The Northern Sub-Area of the East Midlands has important strategic linkages to adjoining
Regional Spatial Strategy for the East Midlands
Bassetlaw and Newark and Sherwood Districts
4.76
have been significantly affected by colliery
South Yorkshire. In particular, parts of eastern
The Regional Spatial Strategy for the East Midlands (RSS8) was issued by the Secretary
closures and the contraction in mining related
of State in March 2005. The Core Strategy of
industries, including coal fired power stations.
the East Midlands was set out as:
The hinterlands of Newark and Retford also
75
extend into the Sub-Area and it is important "The East Midlands will be recognised as a
that these linkages be recognised in the
region with a high quality of life and sustainable
development of regeneration strategies. RSS
communities that thrives because of its vibrant
notes that “The north of the sub area also has
economy, rich cultural and environmental
strong links with the Yorkshire & the Humber
diversity and the way it creatively addresses
Region and the future influence of Robin Hood
social inequalities, manages its resources and
Airport near Doncaster should be explored.”78
contributes to a safer, more inclusive society."76 4.79 4.77
The settlements within the Northern Sub-Area
The Core Stragegy would be achieved for the
are well placed to benefit from development
benefit of present and future generations
associated with Robin Hood Airport.
through the integration of: n “a vibrant and competitive economy with
Policy 9 Regeneration of the Northern
increased productivity characterised by high
Sub-Area
quality employment learning and skills,
“The economic, social and environmental
enterprising individuals, innovative
regeneration of the Northern Sub-area will be a
businesses and improvements in the
priority.
physical infrastructure;
a) Development Plans, Local Development
n cohesive and diverse communities that
Frameworks, Local Transport Plans and
empower and engage people, are safe
economic development strategies should:
and healthy, combat discrimination and
n significantly strengthen the Sub-Regional
disadvantage and provide hope and
Centres of Mansfield, Chesterfield and
opportunities for all;
Worksop by providing new jobs, services
n a rich, diverse and attractive natural and built environment and cultural heritage; and
and facilities in and around their urban areas;
n sustainable patterns of development that make efficient use of land, resources and infrastructure, reduce the need to travel, incorporate sustainable design and construction, and enhance local distinctiveness.”77
75 “Regional Spatial Strategy for the East Midlands” (RSS8), Government Office East Midlands (March 2005). 76 ibid, para 2.1.4. 77 ibid, para 2.1.4. 78 ibid, para 3.5.8.
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n provide jobs and services in and around other settlements that are accessible to
East Midlands Regional Plan 4.83
The East Midlands Regional Plan, which largely
a wider area or service particular
replaced the earlier RSS8, was published in
concentrations of need;
March 2009. However, like its counterpart for
n promote environmental enhancement
Yorkshire and the Humber, it has since been
as a fundamental part of the regeneration
revoked (though it remains an important
of the sub-area; and
evidence base for the preparation of LDFs and
n protect and enhance the natural and
for this Master Plan).
cultural assets of the sub-area. Sub-Regional Strategy
Northern Sub-Area Priorities
b) The Regional Planning Body, working with
4.84
the relevant local authorities, EMDA and
The RSS for the East Midlands noted: “The Sub-area also has a strong relationship
other interested bodies, should develop a
with South Yorkshire to the north and
Sub-Regional Spatial Strategy for the
Nottingham to the south. In particular, the
Northern Sub-area as part of the next RSS
districts of Bolsover, Chesterfield, NE
Review.”79
Derbyshire and Bassetlaw fall within the influence of the Sheffield City Region which
Overcoming Peripherality in the Eastern Sub-Area 4.80
forms part of the ‘Northern Way’ initiative. The
Linkages are also identified with the Eastern
Sub-Regional Centres and medium sized towns
Sub-Area. Policy 8 addresses ‘Overcoming
continue to be the focus for shopping and
Peripherality in the Eastern Sub-Area’,80 an
service provision, and like the rest of the Sub-
objective which the Airport has a clear
area, have the potential to benefit economically
opportunity to contribute towards, particularly
from the opening of Robin Hood Airport near
through improvements to cross County border
Doncaster.”81
public transport. 4.85 4.81
The west and south of the Eastern Sub-Area
It stated that following the decline of coal, settlements, including Mansfield, Chesterfield
is located in what is termed the A1/East Coast
and Worksop, should become the focus of
Main Line Corridor and consequently has good
economic activity. Attention was drawn to the
north/south strategic transport links that offer
fact that these settlements were well placed to
competitive economic advantages.
offer good opportunities for development associated with RHADS. Indeed, this was the
4.82
However, much of the Eastern Sub-Area,
only opportunity to which specific attention was
particularly that part which lies to the east
drawn in the RSS.
of the A15, is restricted by its relative inaccessibility. The transport needs of local communities and businesses need to be addressed if this part of the Sub-Area is not to slowly decline. It is recognised that RHADS, through encouraging sub-regional connectivity
Eastern Sub Area Priorities and Peripherality 4.86
The west and south of the Sub-area is in the A1/East Coast Main Line Corridor and consequently has good north/south strategic transport links that offer competitive economic
and releasing economic potential, is capable of playing a significant role in reducing this peripherality.
79 ibid, page 21. 80 ibid, page 20. 81 ibid, para 2.4.21.
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the Sub-area, particularly that which lies to the
Regional Economic Strategy for the East Midlands 2006-2015
east of the A15, is restricted by its peripherality
4.89
advantages. However, the potential of much of
The Regional Economic Strategy for the East
and relative inaccessibility. The transport needs
Midlands (RES) 2006, prepared by the East
of local communities and businesses should be
Midlands Regional Development Agency
addressed if this part of the Sub-area is not to
(EMDA), established a clear vision for improving
slowly decline. The RSS noted that the north
economic performance such that; “the East
of the Sub-area also has strong links with the
Midlands will be a flourishing region - with
Yorkshire and the Humber Region and the
growing and innovative businesses, skilled
future influence of Robin Hood Airport should
people in good quality jobs, participating in
82
be explored. References were made in the
healthy, inclusive communities and living in
RSS to Sub-area transport objectives that help
thriving and attractive places."86
ensure these communities such as Gainsborough and Lincoln can access the job
The Northern Sub-Area
opportunities being created at the Airport.83
4.90
The Northern Sub-Area included the north of Nottinghamshire and north-eastern Derbyshire.
Regional Airports: Surface Access
This Sub-Area was heavily affected by the
4.87
Policy 56 of the RTS required Local
decline of traditional manufacturing industries
Development Frameworks to set out policies on
and coalmining, and covered a large proportion
access to regional airports that promote travel
of the East Midlands' former coalfield areas.
by means other than the private car. Regional
The Northern Sub-Area had a number of
Transport Investment Priorities call for improved
centres, such as Mansfield, Worksop and
access by public transport to major airports
Chesterfield, and had close functional ties with
serving the region.84
the cities of Nottingham and Derby in the East Midlands and Sheffield in South Yorkshire.87
4.88
Policy 49 set out a regional approach to improving public transport accessibility through
4.91
The RES noted that the Sheffield City Region
the creation and improvement of a Regional
had a significant impact on the Northern Sub-
Public Transport Network which includes
Area, in terms of employment and provision of
strengthening public transport access to RHADS.
services. This was demonstrated by the inclusion of some parts of this Sub-Area within the
Policy 49 A Regional Approach to Improving
Sheffield City Region.
Public Transport Accessibility “Local Authorities and service operators should
4.92
Actions were to be promoted by regional
promote improvements in public transport
partners and progressed through national
accessibility by using the Regional Public Transport
agencies, RSS, Local Transport Plans and Local
Network defined in Diagram 6 in order to:
Development Frameworks, in participation with
n inform public transport investment decisions;
transport operators.
n inform strategic development decisions as part of the Local Development Framework
82 ibid, para 2.5.10 and Policy 7.
process; and
83 ibid Policy 41(4) and 42(N5)
n promote and market the use of public transport generally.”85
84 ibid (Appendix 8 Regional Transport Investment Priorities). 85 ibid, page 63. 86 “Regional Economic Strategy for the East Midlands”, East Midlands Regional Development Agency (2006), page 9. 87 ibid, page 145.
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4.93
Under the aim of “Transport and Logistics" to
address and monitor key environmental
improve the quality of regional infrastructure to
issues to help secure long-term sustainable
enable better connectivity within and outside
growth. Key issues for action by local,
the Region, the RES set out a series of Priority
regional and national partners are:
Actions for delivery relevant to RHADS.
n surface access improvements to reduce the local impact of transport movements,
Priority Actions
and enable all communities to access
“1. Improve Transport Connectivity
employment and training opportunities;
and Accessibility
n secure employment land supply in local
n improve inter and intra-regional
urban areas through local development
connectivity by strengthening links
frameworks and strategies;
between the region’s main urban
n ongoing partnership working to ensure
centres, improving reliability on key
skills, labour supply, and training
routes for passengers and freight, and
opportunities help meet future Airport
address poor connectivity or capacity to
needs through groups like the NEMA
key centres in other regions, including
Employers Forum;
London, Leeds, Birmingham, and
n ongoing mitigation and technological
Manchester;
responses to help reduce local noise
n improve international accessibility by
and wider environmental impacts of the
improving surface access to NEMA and
forecast growth in passenger and freight
other airports serving the region
activity.”
(including Robin Hood Doncaster Sheffield), and strengthening
The Northern Way
connectivity to mainland Europe by a
4.94
The Northern Way seeks to establish the
range of modes, including rail via
North of England as an area of exceptional
London;
opportunity with a world class economy and
n support regional regeneration and
a superb quality of life. It is focused on closing
growth by improving access from all
the £33 billion productivity gap between the
communities to employment and
North and better performing areas of the
maximising the impacts of economic
country. The Northern Way Growth Strategy88,
drivers and growth areas, unlocking
published in 2004, is designed to join up
investment sites in disadvantaged
Northern endeavours across the three Regional
communities, and addressing inequality
Development Agencies (Northwest Regional
by improving accessibility;
Development Agency, Yorkshire Forward and
n contribute to environmental, quality of
ONE North East) with the objective of making
life, and wellbeing indicators by
a real long term difference.
implementing demand management measures, and access to recreation.
The Northern Way Growth Strategy 4.95
2. Maximise Benefits of Nottingham East Midlands Airport and Robin Hood Airport
The Growth Strategy is based on key principles to: n look at the North as a whole to identify pan northern investments, which will add value
Realise the economic opportunities and benefits of NEMA and Robin Hood Airport. This includes recognising the need to
88 “Moving Forward: The Northern Way First Growth Strategy Report”, Northern Way Steering Group (September 2004).
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to that which is being undertaken in each
n Surface access to the North’s airports;
of the individual regions;
n Access to the North’s sea ports; and
n examine how best to build on the North’s strengths, clearly defining what
n Links within and between the North’s City Regions.
partners can do in the North and what Government must do to realise benefits from these assets.
89
4.100 Enhanced access to Global Gateways in the North is a key theme for the Northern Way. Connections to ports and airports are seen as
4.96
The approach is to be achieved by focusing
very important for business growth and inward
growth on eight City Regions and defining the
tourism. Investment in improvements between
main investment priorities to enable economic
the City Regions also needs to include access
growth and better transport within and between
to airports.91 The Northern Way is therefore of
each city region. Doncaster is positioned in the
relevance to the Master Plan and RHADS can
Sheffield City Region. Air transport plays a key
play an important role in securing its objectives.
role in the Northern Way Growth Strategy. It is in 2005, that there is a need to improve surface
Sheffield City Region Development Programme (2006)
access to air services at the North’s airports
4.101 The Sheffield City Regional Development
recognised within the Business Plan90 published
including RHADS.
Programme (CRDP) has been prepared by the stakeholder local authorities in South Yorkshire,
4.97
The Strategy considers that increasing the
North Nottinghamshire and North Derbyshire.
patronage at the North’s airports will bring
There are around 1.7 million people living in the
national benefits by reducing the numbers
nine local authority areas that make up the City
of people driving from the North to London’s
Region.
airports. This will lead to direct reductions in congestion and emissions.
4.102 For many decades the Sheffield City Region was a major economic force in the North of England,
4.98
The Strategy also records that there is
based on the outputs of two of the country’s
substantial evidence to show that airports
most important industries – coal and steel. The
attract jobs and observes that across the North
CRDP envisages the City Region can again play
there are significant opportunities for new office,
a pre-eminent role in the national economy, in
industrial and warehouse developments in close
particular by building on its pivotal location in
proximity to airports.
relation to the economic hubs of Leeds and Manchester and the South. “Underlying this
Northern Way Strategic Direction for Transport
vision is a belief that the city region can develop
4.99
The Northern Way Strategic Direction supplies
high quality jobs – both in productive industries
the evidence for the most appropriate transport
and in high value added logistics and services.”92
interventions in terms of productivity gains. It notes that transport improvements are the key to efficient labour markets, to giving good access to employment opportunities and to delivering the connectivity that a resurgent northern economy requires. Three transport investment priorities have been identified:
89 ibid, para 1.5. 90 “Moving Forward: The Northern Way Business Plan 2005-2008”, Northern Way Steering Group (June 2005). 91 “Moving Forward: The Northern Way Strategic Direction for Transport”, Northern Way Steering Group, (March 2007), para 2.9. 92 Sheffield City Region Development Programme, Sheffield City Regional Forum (September 2006).
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Competitive European Cities
Region will become characterised by its:
4.103 A number of key economic studies carried out
n Innovative and creative economy.
have emphasised the connection between
n Strong connections at every level - home
transport connectivity and economic growth.
to Robin Hood Airport the fastest growing
These studies confirm that infrastructure
regional airport in Europe and improved
improvements facilitate the movement of goods
access to Manchester Airport.
and people, attracting business investment,
n Unrivalled quality of life.
influencing locational decisions and supporting
n Vibrant and cosmopolitan community.
social objectives. Well-targeted economic infrastructure improvements within a city region
4.107 The Sheffield City Region has experienced in
will encourage private investment through
recent times a very positive economic growth
raising the profitability of that investment.
profile. However, in comparative terms it lags
They also facilitate labour mobility and thereby
behind a number of other city regions and the
increase the returns to investment in skills, and
rate of economic growth is insufficient to close
benefit to consumers through lowering the cost
the gap with more successful regions. A core
of goods and services and increasing the
objective of the CRDP is to support those
variety available to them.
93
economic drivers with the potential to contribute to a consistently higher rate of
4.104 The most successful cities have the physical
economic growth.
and electronic infrastructure to move goods, services and people quickly and efficiently.
Key Economic Drivers
Airports are critical in this. They facilitate face-
4.108 The key economic drivers identified that will
to-face communication which has been
have an impact over the next 10-15 years
supplemented, not replaced, by technological
include capitalising on new assets such as
communication. The most successful cities
RHADS and linking some of the existing assets
94
in Europe have the largest airports.
such as the Universities and innovation centres to business networks. The City Region drivers
4.105 The planning system is viewed as a key
identified are:
determinant of the ability of business to take
n Growth Centres The Sheffield City Region
advantage of opportunities for investing in city
benefits from a number of key locations for
regions. A central objective of the planning
growth with good transport connections.
system is to promote sustainable economic
n Key Sectors The Sheffield City Region has a
growth and employment opportunities and to
number of key growth sectors, including
ensure a choice of sites such that businesses
Advanced Manufacturing, Creative and
can seek location advantage in response to various external factors; including the demands
Digital Industries and Business Services. n Universities and Innovation The Sheffield City Region benefits from the presence of
of customers, access to materials and 95
suppliers and links with other businesses.
4.106 The Sheffield City Region has a vision which requires the transformation of the economy, a cultural change across all sections of society, including both the public and private sector. In addressing this change, the Sheffield City
93 “Devolving Decision Making: Meeting the Regional Economic Challenge”, Treasury, DTI & ODPM (March 2006), para 5.35. 94 “Competitive European Cities: Where do the Core Cities Stand?”. ODPM (January 2004), paras 6.31 & 7.19. 95 “Devolving Decision Making: Meeting the Regional Economic Challenge”, Treasury, DTI & ODPM (March 2006), para 5.37.
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two Universities as well as a number of Innovation Centres and Incubation Facilities. n Destination The Sheffield City Region benefits from its accessibility to the Peak District National Park. n Robin Hood Airport The growth potential
LOCAL PLANNING, ECONOMIC AND TRANSPORT POLICY The UK Planning System and the Plan-led Approach 4.111 The Planning and Compulsory Purchase Act 2004 introduced a revised “new style” planning system. The Act contains a statutory
for the Airport is considerable, it offers the
requirement for those responsible for preparing
opportunity to reduce the number of
the Regional Spatial Strategies and Local
people travelling to the southern airports,
Development Frameworks in England, to
provides a significant number of jobs on
undertake these functions with a view to
and off site, and will make business and
contributing to the achievement of sustainable
tourist visitor access more straightforward.
development.
4.109 The CRDP recognises that the opening of
4.112 However in July 2010 the Lib-Con Government
RHADS constituted a step change in the
revoked Regional Spatial Strategies and they
City Region’s asset base and economic
no longer form part of the plan-led system. As
potential. The Airport and associated Business
such, in determining planning applications Local
Park is identified as a major employment
Planning Authorities (LPA) must have regard to
generator in its own right that will bring
their Local Development Framework (LDFs).
forward significant indirect employment
The LDF comprises a folder of documents for
across adjacent areas of the City Region.
delivering the spatial planning strategy for their
Together with Manchester and East Midlands
area. An LDF will include a Local Development
Airports it offers a wide ranging global
Scheme, Local Development Documents and
connectivity, acting as a catalyst for inbound
a Statement of Community Involvement. The
tourism and forming a key element in the
Local Development Scheme (LDS) sets out a
propositional offer to business with adjacent
programme for the production of Local
land offering development potential.
Development Documents (LDDs) and the
The Airport is seen as a national resource with
timetables for producing them. LDDs, which
an inter-continental standard runway, one of
can either, be Development Plan Documents
the few UK airports capable of handling the
(DPDs) or Supplementary Planning Documents
Airbus 380.
(SPDs), should reflect and build upon national and regional policies, taking into account local
4.110 The location of Doncaster at a transport interchange, on the East Coast Mainline,
needs, including the local authority's Community Strategy.
close to the M1, M18, A1(M), M180 and the M62, with good links to the Humber Ports
4.113 Not all LPAs have completed work on their
and the South, is a key aspect of realising
LDFs. Until then many LPAs are able to use
the potential of the Airport. The development
“saved” policies in pre-existing development
of improved surface access; including the
plans to guide decision on develpment.
FARRRS link road, and connections to the rest of the City Region, are regarded as
Doncaster Unitary Development Plan:
crucial to the success of this aim.
4.114 The Doncaster Unitary Development Plan (UDP) was adopted by DMBC in July 1998.
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It establishes the following key objectives and
to preserve and enhance the wildlife
development priorities:
resources of the Borough, particularly sites
n economic regeneration;
of importance for nature conservation and
n environmental improvement;
other natural habitats.
n reduction in social inequalities.
96
n Policy ENV 39 seeks to give special protection to Ramsar Sites, Special
4.115 Doncaster Finningley Airport (now RHADS) is covered by a specific policy designation in the UDP, which reflected the Council’s intention
Protection Areas or Special Areas of Conservation. Development which is likely to have a significant effect on such sites
to secure the re-use of the site once military
will only be permitted where there is no
activity had ceased.
alternative solution and there is an imperative reason or overriding public interest for
Doncaster UDP Policy T36 “Within the area of Finningley Airfield, as defined on the Proposals Map, the Borough Council will
development. n Policy ENV 40 seeks to protect sites of National Importance for Nature Conservation
support the continued operational development of the airfield by the Ministry of Defence or its dual use for civil aviation purposes. In the event of closure of the airfield, in whole or in part, the Borough Council will consider proposals for the alternative use of the land or buildings, through the preparation of a Planning Brief for the site, and in relation to the following: a) the policies and proposals of the UDP b) surrounding land uses c) amenity and environmental considerations”.97 4.116 In preparing the UDP, DMBC addressed
from adverse development. Proposals likely
the need to provide safeguarded land in
to have an adverse effect on the
accordance with PPG2 advice. This is land
conservation value of a Site of Special
between the urban area and the Green Belt
Scientific Interest will not be permitted unless
which may be needed to meet future
it can be proven material considerations
development needs, but which is unallocated in the current plan period. Approximately half of
outweigh the special interest of the site. n Policy ENV 41 seeks to prevent development
Doncaster’s countryside lies beyond the Green
at sites of regional and local importance
Belt and the policies of the UDP seek to protect
unless it can be clearly demonstrated the
this countryside within the Plan period.
reasons for the proposals outweigh the need to safeguard the intrinsic nature conservation
4.117 A number of UDP policies are of relevance to
value of the site.
the Master Plan in the consideration of nature conservation issues. n Policy SENV 5 notes the Authority will seek
96 “Doncaster UDP”, DMBC (July 1998), para 2.10. 97 ibid, page 103.
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n Policy ENV 42 seeks to minimise the impact
supply referred to in Policy SPH2. The
on the nature conservation area where
proposals are aimed at making full provision for
development is to be permitted which would
an adequate supply of housing land. All the
adversely affect a designed conservation
allocated sites are incorporated in Policy PH1
site. Where appropriate, the council will
and other housing provisions are contained in
seek compensatory measures to secure
Policies PH2, PH3 and PH4.
the protection and enhancement of a site’s nature conservation interest or the creation
4.122 The housing policies are cast to secure a variety of choice, cater for strong demand, and allow
of an alternative habitat elsewhere.
for changing circumstances, and take into Supplementary Planning Guidance
account the potential offered by regeneration
4.118 The recommendation of the Planning Inspector
sites. In addition, the UDP proposes a Borough-
appointed to consider the UDP at its Public
wide approach, which is underpinned by:
Examination Stage was that a Planning Brief
n the contribution that housing can make to
should be prepared to provide more detailed
local employment based regeneration;
guidance for the development of the site. This
n the logical extension to existing settlement
Planning Brief was prepared by DMBC, and
patterns; n a reduction in impact of proposed
subjected to formal widespread public consultation in March 1999.98 The Finningley
development on the character of settlement
Airbase Planning Brief was adopted in June
pattern and adjacent land uses;
1999 as Supplementary Planning Guidance.
n the relationship with other UDP policies. 4.123 The Master Plan has taken account of these
4.119 The Finningley Airbase Planning Brief, in
UDP policies in its formulation.
conjunction with the adopted UDP: n Provides clear guidance on the land use composition, constraints and other planning
Doncaster MBC Core Strategy
considerations to be used to determine
4.124 The emerging Core Strategy will be the first of
planning applications concerning the after
the DPDs that will form the LDF; it will provide
use of the former RAF Finningley airbase.
the overall spatial strategy through its core
n Considers “the opportunities for economic
strategic policies and proposals. It will not
regeneration which might arise from the
allocate sites for development or contain all the
availability of the former Finningley Airfield for
policies necessary for development control.
99
development as a commercial airport.”
n Gives the Development Plan context and
Other DPDs will be produced for specific topics (e.g. Housing, Employment and Waste) or for
input to the Local Transport and Economic
major redevelopment areas (e.g. Doncaster
Plans.100
Town Centre) and these will contain site-specific proposals and detailed development control
4.120 The Planning Brief has provided an important policy instrument in enabling private and public
policies. These other DPDs will however need to be in conformity with the Core Strategy. Initially
sector investment for RHADS. 98 Doncaster MBC “Finningley Airbase Planning Brief” Revised Draft,
Housing Policies 4.121 Housing development on or near the site should be considered against the UDP housing land
DMBC (1999). 99 RPG12 “Regional Planning Guidance for Yorkshire and Humberside” (March 1996), para 4.14. 100 “Finningley Airbase Planning Brief”, MBC (June 1999) para 42.
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published in December 2005, the Core Strategy
set out in the Draft Airport Master Plan and is
is now at the Revised Preferred Options stage
one which was well supported during the public
having been through earlier rounds of
consultation round in 2008/2009. The Preferred
consultation.
Options report states that “housing and employement allocations at Rossington on the
4.125 The spatial vision for the Borough within the
former colliery and adjoining Hayfield
Revised Preferred Options fully supports the
Green/RHADS are very likely to be attractive to
future growth of RHADS and surrounding area.
the market and could lead to faster and greater
It states that:
housing and economic growth for Doncaster than alternatives”.
“Robin Hood Airport will continue to support the economic regeneration of Doncaster and the
4.129 Policy 5 (Employement Strategy) confirms that
wider region. Tied to the Finningley and
confirms that proposals to delivery 10,000
Rossington Regeneration Route Scheme
airport and aviation related jobs will be
(FARRRS), the development of adjacent
supported, including approximately 8,000 jobs
business park will accommodate a range of air-
within the Airport Business Park. This will be
related jobs.”
delivered through the development of approximately 30 ha of land to the west of the
4.126 Policy 2 (Growth and Regeneration Strategy)
airport land for longer term expansion of the
sets out that strategic job creation opportunities
airport business parks and training facilities.
associated with the transport network (e.g.
Land will also be provided for freight cargo and
Robin Hood Airport, strategic warehousing and
Maintenance Repair and Overhaul facilities at
Rossington Strategic Rail Freight Interchange)
the southern end of the runway. The policy
will be supported where good public transport
also supports the development of an Airport
links to the settlement network exists or can be
Master Plan in order to implement these
provided to ensure an effective and realistic
proposals.
choice of transport modes. 4.130 Policy 6 (Robin Hood Airport and Business 4.127 With the revocation of the RSS, Doncaster has
Park) sets out that growth and investment at
for the Core Strategy an addendum which sets
RHADS will be supported in accordance with
out policy options for key terget areas and
the following principles:
provides potential options in the adsence of a
n The airport is a multi modal transport
regional spatial strategy.
interchange offering improved international air passenger and freight services to the
4.128 For RHADS and its environs, it provides a modification of Policy 2 (Growth Regeneration) by the provision of a FARRRS Growth Corridor. This policy option continues to support
region with a range of connected sites to provide for business development related to the airport incorporating training facilities; n There is improved access to the airport,
Rossington as a Potential Growth town and
including FARRRS, to enable easy access
reinforces this approach with additional
from the borough, Sheffield City Region and
employement and housing/community
the wider region;
development along parts of the FARRRS
n Westward expansion of the business parks
corridor - around Hayfield Green and the
alongside the airport access road, and
Airport. This option reflects in part the approach
airfreight and maintenance repair operation
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facilities, will be supported around the
as a multi-modal logistic center, which includes
southern end of the runway.
RHADS as having a signficant role.
The Core Strategy is expected to be submitted
Local Development Frameworks
to the Government for the examination in May
4.133 The following section provides a summary of
2011 and adopted in January 2012.
other Local Development Frameworks which incorporate the development of Robin Hood
4.131 To bridge the period up to the adoption of the
Airport as a matter of policy or influence over
Core Strategy. Doncaster has prepared a range
the shaping of the Master Plan. In summary it
of DPDs covering topics: such as housing,
can be readily acknowledged that the
economy, retail, enviroment and transport,
development and aspirations of the Airport has
including specific land use allocations. Where
had a significant influence in the shaping of
these affect the RHADS Master Plan area,
regional and local plan policy. Moreover, is
appropriate representations have been made
essential that partenrship is maintained and
by DSAL and Peel Land and Property.
planning strategies adhered to if RHADS potential is to be achieved.
4.132 Doncaster has published / commissioned three reports as part of the evidence base for further
Barnsley LDF Core Strategy
economic policy development for RHADS.
4.134 The draft Core Strategy records that following
These are the ‘Doncaster Employment Land
the closure of the mines in the 1980s, the
Review’ (2009), ‘Developing and Strategy to
Borough faced many economic and social
Maximise the Economic and Social Impact to
problems and has worked hard to overcome
be gained to the Development of Robin Hood
these over the last 15 years. People have
Airport Doncaster Sheffield’ (2009), a
shown a willingness to travel further to work,
‘Doncaster Logistics Strategy - Maximising the
with 33% of the working population travelling
Economic and Social Benefit of the Logistics
out of the Borough to work mainly in Sheffield,
Sector’. These documents illustrate Doncaster
Wakefield, Rotherham and Leeds. As a result,
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Barnsley’s economic success is closely linked
rest of the sub-region and to RHADS. Given
to the South Yorkshire and West Yorkshire
the strategic importance placed on the Airport
economies.101
in the achievement of its transformational goals consideration is given to widening the area
4.135 While Barnsley has recovered and changed,
covered by the context plans in the Core
it still faces significant challenges, with too few
Strategy to include the Airport and potential
people in work and too many people in low-paid
linkages to it (including, e.g. regeneration and
work. The LDF originally published for
transportation).
consultation in October 2005 recognised that better transport links are needed to key places outside Barnsley, including Leeds, Sheffield, Manchester and RHADS:
4.138 The Strategy encourages hi- tech business and supports the development of new skills through appropriate training, including exploiting the potential economic benefits of RHADS.104
Aim 6: Access and Travel: “To help people make journeys efficiently and quickly between home, work and services, by walking, cycling and public transport, to reduce the need for car use. The LDF will aim to do this by:102 1
making sure that new development is in places where it will be accessible to everyone, preferably by walking, cycling and
4.139 In particular, it is recognised that Maltby - some 4km from RHADS - and acknowledged as a Settlement with High Potential for Change105 has particular potential. With improving transportation links to the Airport that are planned and/or anticipated it is apparent that the Airport can begin to assist in fulfilling the aspiration of sustainable employment growth.
public transport; 2
improving public-transport access and use to neighbouring town and economic centres, and to airports including Robin Hood Doncaster Sheffield and Manchester.”
4.140 Actions taken on the transport infrastructure into and out of Rotherham will impact on the numbers of people who continue to commute and on the decisions that companies make in relation to the site they choose for investment.
4.136 Proposals include a new east-west railway line linking Barnsley town centre with Doncaster and Wath, with new stations serving employment, retail and residential areas (including possibly at Stairfoot and Wombwell). This also has the potential to link to the Robin Hood Airport at Finningley.103 Barnsley MBC consulted on the Publication version of its Core Strategy in early 2010. Rotherham LDF Core Strategy 4.137 The draft Core Strategy published for consultation in January 2007 has ten aspirational goals and Goal 4 places Rotherham at the centre of a public transport network connecting to satellite towns and the
Some developments may create jobs but may not necessarily be of benefit to local people if the only outcome is inward commuting from other areas.106 There is therefore a need for a strategy that integrates different forms of transport, including Quality Bus Corridors, improved strategic rail links, local services and stations, together with improved access to Robin Hood and other airports. Consultation
101 “Barnsley LDF Core Strategy”, Barnsley Metropolitan Borough Council (October 2005), para 46. 102 ibid, para 72. 103 ibid, para 106. 104 “Rotherham LDF Core Strategy”, Rotherham Metropolitan Borough Council (January 2007), para. 3.16. 105 ibid, para 7.71. 106 ibid, para 3.23.
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took place on the Core Strategy Revised
4.144 Recent significant investments by major
Options in Summer 2009. Further consultation
companies show that there is a willingness to
is planned later in 2011.
invest in North Lincolnshire. Key sectors within the area are food and drink, metals and
Bassetlaw LDF Core Strategy
engineering, maritime, chemicals and
4.141 Bassetlaw contains contrasting urban and
electronics. Tourism and the service sector are
rural environments, with the majority of the
also expanding.
population of approximately 108,000 concentrated in relatively few larger settlements
4.145 North Lincolnshire is in the fortunate position to
with many small villages and rural hamlets.
have two international airports, both of which
The draft Core Strategy records that the two
provide major opportunities for the area in terms
towns of Worksop (population 40,900) and
of economic growth. RHADS being only a few
Retford (population 21,145) both operate as
miles from the North Lincolnshire boundary,
main centres for services and facilities for their
provides a new and potentially very important
surrounding areas.
107
Consultation took place
link for the area.
on the Preferred Options in June 2010. Spatial Objective 2: Delivering the Global 4.142 Harworth/Bircotes, located in the north-west
Gateway
of the District, is the largest village with
“To secure North Lincolnshire’s major growth
approximately 7,500 residents. This settlement
potential in the Yorkshire and Humber region
benefits from a comprehensive school with
based on the benefits of the unique
associated sports facilities, and currently has
opportunities provided by the South Humber
a range of local shops. Harworth/Bircotes has
Bank parts, Humberside Airport, Doncaster
seen recent development of new employment
Robin Hood Airport and the area’s transport
opportunities on the Brunel Industrial Estate
network.”109
and also presents some potential brownfield
Consultation took place on the Core Strategy
redevelopment opportunities and is well
submission draft in May 2010.
connected to the major road network – being within a mile of connection to the A1. Its
Local Transport Plans
geographic position, less than 10 miles, from
4.146 The following section provides a summary of
RHADS, means that it is also well placed to
Local Transport Plans (LTP) which incorporate
take advantage of any development
the development of RHADS as a matter of 108
opportunities arising from the Airport.
policy or influence over the shaping of the Plan. These include South Yorkshire, North
North Lincolnshire LDF Core Strategy
Nottinghamshire and Lincolnshire. In summary
4.143 Located on the south bank of the Humber
it can be readily acknowledged that the
Estuary and covering an area of 328 square
development and aspirations of the Airport has
miles, North Lincolnshire is home to about
had a significant influence in the shaping of
160,000, with Scunthorpe at the centre of the
local transport plan policy. Many authorities
area, which has population of around 75,000. It also boasts a number of attractive market towns and smaller villages together with a substantial rural area. This all combines to make North Lincolnshire a very diverse area.
107 “Bassetlaw LDF Core Strategy”, Bassetlaw District Council (January 2006), para 3.1. 108 ibid, para 3.5. 109 North Lincolnshire Council Core Strategy Submission Draft, May 2010, Chapter 4.
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have now embarked on the third version of
3. High quality, competitive public transport that
their LTPs but at a time of government cut
gives good access to jobs and services and
backs in public expenditure.
feeding into main urban centres. This would be based primarily, on improved bus
South Yorkshire Second Local Transport Plan
networks and operations but could include
4.147 Current strategies to transform the South
the extension to Supertram and all other
Yorkshire economy highlight the need to tackle
appropriate technologies.110
transport barriers to economic regeneration in a comprehensive way. This LTP for the period
4.149 The LTP recognises that surface access
2006-2011 sets out the ambition of the Sheffield
to RHADS is being addressed through the
City Region to capitalise on the Objective One
planning process, but in the longer term, rail
led phase of revival in South Yorkshire, to
connections will need to be improved if the
transform the economy into one which is
Airport is to play its full role as a regional
sustainable and can make a contribution to the
resource for international connections and
objectives of the Northern Way.
a new focus for employment.111 It recognises that the solution identified will be delivered at
4.148 The challenges therefore are summarised by
different stages throughout the period of the
the LTP as:
LTP. Funding of solutions will be dependent on
n To address the way in which transport
securing resources from a variety of sources
affects communities’ quality of life in terms
and over a varying time frame.
of how they access the opportunities needed and the environmental and social effects of car growth. n To secure the strategic and local transport
4.150 The LTP records the significant gaps in the South Yorkshire network which require substantial intervention that cannot be delivered
infrastructure and services that will sustain
by the minor works programme alone. These
and develop long term economic
gaps hinder the sub-region’s ability to meet
transformation.
its strategic imperatives for better external
In the longer term, the Transport Vision is to
connectivity, improved internal connectivity
improve both internal and external links in order
between the main urban centres by a high
to support sustainable and transformational
quality public transport system, and improved
economic regeneration by delivering, or
accessibility that can unlock the potential of
improving, the following:
key regeneration and renaissance opportunities
1. Strategic initiatives to support and sustain a
without contributing to congestion.
high growth economy and ensure excellent road, rail and air links to South Yorkshire that
4.151 The LTP sets out seven new major schemes,
build on the county’s relatively strong position
including FARRRS, which are considered
on the motorway network, and on crucial
essential to filling these gaps and delivering
north-south and TransPennine rail routes;
the wider LTP objectives to support sub-
2. High quality public transport connections that
regional and regional strategies. They are
support the economies of the South Yorkshire
deliverable within the LTP timeframe, fit best
districts by linking the 4 main urban centres and the new international Robin Hood Airport Doncaster-Sheffield (the Airport);
110 “South Yorkshire Second Local Transport Plan” - Executive Summary (p vii) (2006). 111 ibid, para. 5.33.
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with the LTP objectives and shared priority
4.154 It records that the impact of additional
areas and best meet wider social, economic
movements generated by the Airport would
and spatial objectives.
be limited, and that the capacity in the current road network is considered to be adequate.
4.152 It specifically notes that:
The nearby Blyth roundabout is now gradeseparated as part of the Highways Agency’s
“FARRRS will provide a direct link from the M18
upgrade of the A1. The need for further
at Junction 3 to Rossington and the Airport.
monitoring of increased traffic flows and
Rossington, an ex-mining community, is one of
possible improvements to parts of the road
Doncaster’s most deprived wards and the
network will be considered but the Airport and
introduction of the FARRRS link road will enable
its freight operation will take many years to
the development of previously inaccessible land
mature and traffic volumes will therefore need
which together with improved access to the
to be assessed over time.
Airport will stimulate investment and lead to creation of an estimated 11,000 jobs. Linkage
4.155 The LTP cites RHADS as a good example
to the M18 will improve regional connectivity
of a key employment site with cross-border
from the international airport to major centres
accessibility issues for Nottinghamshire
across Yorkshire and Humberside, including
jobseekers. The Airport is located approximately
Hull and the Humber Ports to the east. Cross-
2km from the Nottinghamshire border. As the
regional trips (e.g. to Manchester Airport) would
operations of the Airport and associated
be reduced, relieving congestion on the
industries expand, it is likely that employees will
strategic road network including Trans Pennine
come largely from Doncaster and surrounding
routes. The scheme offers the potential for
areas within South Yorkshire. However, the
integration with the A638 QBC and enhances
Airport provides potentially excellent employment
the potential for a parkway station on the
opportunities for residents from within the North
ECML, accessible from FARRRS, further
Nottinghamshire district of Bassetlaw. The
contributing to the objectives of the RSS by
frequent bus services provided by Lynx that
improving surface access to its airports by
serve Blyth, Retford and Worksop to the Airport
112
public transport.”
developed as a result of partnership working between Nottinghamshire Country Council,
The prioritisation of FARRRS for inclusion in the
RHADS, Bassetlaw District Council and EMDA
Regional Transport Board’s programme confirms
have helped in creating access to employment
its regional importance.
at the Airport from the North Nottighamshire district (see Chapter 9).
North Nottinghamshire Local Transport Plan 4.153 The LTP identifies the need to address agreed
4.156 In respect of rail, the LTP notes that a limited
surface access needs for the region’s airports,
passenger service operates on the adjacent
including RHADS, through liaison with delivery
Doncaster to Gainsborough line and that there
agencies, and ensure efficient access to airports
is a proposal to build a rail station on the line
with significant freight functions. It recognises
to serve the Airport. Improved links to the
the Airport will be an international airport for the
Airport will be important to provide access to
local market and it has relatively easy access to
employment opportunities for residents in the
the strategic road network and the East Coast Main Line.
112 ibid, para 12.9..
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north of the County and the Council will support
and business development in addition to
the introduction of rail services to complement
identifying transport bottlenecks.
improved bus services from the north of the County to the Airport.
4.161 There was recognition within the SPD for the role of the Airport as a key driver of employment
Lincolnshire Second Local Transport Plan
and economic development within the Sub-
4.157 The Lincolnshire Second LTP sets out the
region, as well as a long term solution for
County’s transport strategy and programme
access by air. The Airport was considered to be
for the period 2006/07 to 2010/11. The Plan
central to achieving regeneration within the
highlights the Lincolnshire context within the
Strategic Economic Zone (SEZ) centred on the
East Midlands region where, because of the
M18 corridor.
County’s position also bordering both the Yorkshire and the Humber and East of England
4.162 The Aims, Objectives and Strategy of the M18
Regions, the links with adjacent authorities in
SEZ Integrated Development Plan (IDP) was
these Regions need to be considered. In this
to maximise job creation, economic investment
regard it identifies the influence of (the newly
and the creation of business opportunities by
opened) Robin Hood Airport (Doncaster) on
strategic investment in these Zones. The IPD
the north-west of the County.
for the M18 Corridor SEZ set a 15-year strategy and six-year delivery plan for Priority 5 of the
South Yorkshire and Objective One
Programme.114
4.158 In 1999, South Yorkshire, was designated an EU Objective One region, where economic
“The M18 Corridor SEZs long term goal is to
under-performance was so pronounced that it
become a technologically advanced centre
severely lagged behind other European regions.
for Logistics and Advanced Manufacturing,
In 1999, its contribution to GDP per capita was
contributing towards building a balanced,
less than 75% of the UK average.
diverse and sustainable high growth economy, recognised as a growing European centre for
4.159 The Objective One Single Programming
high technology manufacturing and knowledge
Document (SPD) for South Yorkshire described
based services, and offering opportunities to
the economy as one that is under performing by
the whole community”.115
national comparison in “almost every economic indicator that has been analysed”113. No other
4.163 The Airport was clearly identified as having a
parts of the regions of Yorkshire and The
key role in attracting new and emerging sectors
Humber or East Midlands qualified for this level
of high economic growth. An objective of the
of economic and community support by the
IDP was to:
EU and Government. “Provide the necessary links to ensure the 4.160 The Objective One programme identified where
wider economic benefits are realised from the
best to provide direct assistance to tackle these
probable development of Finningley Airport”.116
problems. A series of documents, including the SPD and the Programme Complement detailed specific actions, including physical development and regeneration, skills and capacity building
113 Single Programming Document, para 1.8, page 25. 114 ibid, page 234. 115 “Integrated Devolopment Plan: M18 Corridor” Part B Delivery Plan Yorkshire forward (May 2001) para. 3.3. 116 “Integrated Development Plan: M18 Corridor” Part A Strategy Yorkshire forward (May 2001) para. 3.2.
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4.164 Strategy 2c of the M18 IDP was concerned
4.166 The Programme provided support for Phases 1
with the impact of the Airport as an
and 2 of the Airport Business Park and
international airport combined with an adjacent
infrastructure development which is now
28 hectare employment area:
complete. These projects included: n ‘Kickstart’ funding to Stagecoach for the
“Finningley is a major project, both for the M18 and South Yorkshire as a whole. It would increase the attraction of locating in all three SEZs, encouraging the development of an 117
integrated supply chain”.
X19 bus service to RHADS; n Airport Access Route (AAR), which was opened in December 2007; n Business Park Highways Works which were progressed in accordance with the programme;
4.165 The IDP also made reference to the linkages
n Site servicing works, including demolition
with Priorities 1 and 3 of Objective One, which
of outworn buildings and installation of
enabled the development of the labour force
services and drainage.
skills as well as the delivery of capital infrastructure. These strategies were concerned with staff recruitment, training and new employment opportunities, respectively RHADS.
117 Ibid, para 3.41
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5. Directions Finningley Training and Recruitment 5.1
5.3
Importantly, this Action Plan also encompassed
At the outset, it was recognised that RHADS,
the construction phase of the Airport project to
located in an area of the country undergoing
ensure that local companies and suppliers and,
rapid structural economic change, with major
indeed, local workers, had the opportunity to
embedded problems of social deprivation,
secure work, subject always to the statutory
would be a major catalyst for regeneration.
requirements of the OJEU (Official Journal of
A number of private and public sector
the European Union) procedures118.
organisations joined with Peel Airports Ltd to consider these issues and how best to
5.4
The use of local labour was actively
capitalise on this potential. This led to the
encouraged. In all, approximately 52% of the
establishment of the Finningley Training and
contracts were awarded to local contractors.
Recruitment Group. Founder members
On average, over 70% of the workforce
included:
employed by these contractors were local. Training for these local employees was also
Doncaster Chamber of Commerce
promoted and at one time there were typically
and Enterprise
over 50 local trainees on site.
North Nottinghamshire College Doncaster Learning Partnership
5.5
Similarly, the Airport Company (DSAL) and the
Doncaster College
new businesses, which would locate at RHADS,
North Nottinghamshire Learning Partnership
such as Thomsonfly, the retailers and caterers
Lifetime Careers
in the terminal and handling agents, required
South Yorkshire Learning and Skills Council
appropriately trained personnel for their
South Yorkshire Objective 1
operations. The training programme needed
Nottinghamshire Learning and Skills Council
to consider not only the requirements for the
East Midlands Development Agency
opening day of Airport operations, but how
Yorkshire Forward
subsequent growth could be catered for in an
Job Centre Plus
organic manner. If met, this would serve the future needs not only of the Airport, but also
5.2
The Group prepared a Local Employment and
those companies attracted to the Business Park
Training Action Plan in September 2003, which
areas adjacent.
set out a range of principles to be adopted in ensuring that local people had the opportunity
5.6
Associated issues included the educational
to access the new jobs created at the Airport
aspects of skills training and hence links were
and that they could acquire the necessary skills
established with local schools, including
to enable them to do so. It was also important
the nearby Hayfield School in Auckley. Hayfield
to ensure that employment and training
School, with 1,100 students (11 to 18 years)
agencies were able to plan ahead in terms of
has a national reputation for quality delivery of
the resources available to deliver services in the
education and offers a broad curriculum at
relevant timeframe. Considerable local interest
GCSE and over 20 subjects at A Level. The
was evident at an early stage and the Airport
School has received numerous other accolades,
was seen to have a role in raising ambition and
including High Achieving School and is also
hence skills levels, but there was a need to manage expectation, given that Airport growth would be incremental.
118 These procedures require that contracts of this nature, where EU grant funding is being utilised, are advertised in the Journal so that contractors from across Europe can tender for the work.
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a Teacher Training School. It also holds the
September 2007. The multi-million pound
Charter Mark and Investor in People Awards.
building houses some of the best educational
The School operates a large evening Further
facilities in the country, including a 100-seat
Education Programme. There are excellent
lecture theatre, a 200-seat drama studio and a
sporting facilities on site, which include a floodlit
Learning Resource Centre with IT facilities.
artificial pitch used for a wide variety of games, including basketball, netball, volleyball, tennis
5.9
The ability of local people to access the new
and athletics. It also has 20 acres of playing
jobs created at the Airport, particularly those
fields, eight hard surface tennis/netball courts,
living in communities with high levels of
a sports hall with a gymnasium and fitness
deprivation, such as Rossington and
room. Hayfield Lane Primary School is located in
Armthorpe, was also an area of detailed
Hayfield Green, catering for the local community.
consideration. Public transport proposals
Also adjacent is an Adult Education Centre. 5.7
There are a large number of secondary schools within a 20 mile radius of RHADS - 17 in Doncaster; 4 in Lincolnshire and 5 in North Nottinghamshire. A number, including Campsmount Technology College, Mexborough School, Thorne Green Top Primary School, Thorne Brook Primary School and Thorne King Edward Primary School, have participated in work related learning opportunities at the Airport through the Business and Education Technology Challenge Programme. were therefore seen as a key issue. The Action
5.8
Doncaster College has also played an important
Plan was subsequently approved by DMBC
role in the delivery of educational resources. Its
as meeting the requirements of the Section
new waterfront campus, The Hub, opened in
106 Agreement, which accompanied the Planning Permission.
Directions Finningley 5.10
Given the voluntary status of many of the Action Plan partners and the cross-boundary issues involved, it became evident a more formal structure would be required to achieve the Plan’s aims. Directions Finningley was therefore established to assist the Airport to deliver it and specifically to provide employment and training opportunities to local people.
5.11
Consequently, the leadership of what was the federation of partners from both the public and private sectors, was taken by Yorkshire
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Forward, the Regional Development Agency for
opening, over 12,000 individuals had registered
Yorkshire and the Humber. This gave a
an interest for employment.
necessary focus to activities, backed by funding, enabling the partnership to deliver a
Aviation Academy
lasting and permanent role at the Airport.
5.16
In 2007, Directions undertook the refurbishment of Hangar 3 at the Airport in order to create the
5.12
Yorkshire Forward invested over £1 million in the
UK’s largest and most comprehensive Aviation
refurbishment of Meteor House, which was the
Academy. Sheffield architects, Race Cottom
original RAF Finningley Station Commander’s
Associates, designed the scheme, which was
Headquarters, to provide an on-site one-stop-
opened by Caroline Flint MP, the then Minister
shop for both individuals and businesses to gain
for Yorkshire and the Humber.
access to employment and training. Peel Airports Ltd provided the accommodation for
5.17
Following investement since 2007, the
this initial phase of Directions Finningley
Academy has now attracted global defence
(Directions).
BAE System Aircraft Maintenance Academy. In November 2009, a group of 16 technicians
5.13
To deliver a comprehensive service, a number of
completed their City and Guilds training and
organisations came together in partnership with
now go on to complete 12 months National
Directions. A facility was created where
Vocational Qualification (NVQ) training at RAF
individuals could:
bases where BAE Systems supports the RAF’s
n identify what employment opportunities were
fast jet operational squadrons.
available; n receive advice and guidance on the nature of
5.18
Directions became a legal entity and was incorporated as a Community Interest Company
training opportunities; n gain advice on the skills and qualifications
(CIC) in April 2006. CICs have the same legal status and goals as a private sector company,
which would be needed; and n access appropriate courses that would
but with two key differences. The assets
enhance their skills, enabling them to
acquired by the CIC using public funds are
compete effectively for the jobs created
“asset locked” and, as such, can only be used
at the Airport.
for the purpose for which they were granted. This safeguards the value of the public sector
5.14
In a similar way, businesses either already
investment. The second is that Directions has to
located, or seeking to locate, at the Airport
produce a report to an independent Regulator
could identify:
of CICs (a Government appointment), which
n the supply of appropriate candidates for
demonstrates how it has made a contribution to
employment;
economic and social objectives through acting
n training courses suitable for their current
as a catalyst for enhanced growth the Airport.
or anticipated employees; n business support contacts; and n the potential availability of grants aid.
5.19
In 2009, Hangar 2 was refurbished for the arrival of Kinch Aviation Services. Kinch Aviation Services is a complete Cessna Citation
5.15
The overwhelming need for this employment
authorised service centre offering EASA Part
and training agency has been evidenced by the
145 and Part M support for all Citations, Part 21
fact that in the two years prior to the Airport
Avionics and a full paint and completion service
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5.20
using the very latest paint technology
the Engine Test Area. There is particular
in the new environment controlled booths within
potential in this respect in the fast expanding
the Hanger.
Business Aviation sector (see Chapter 6).
The Master Plan makes provision for the
5.21
The Airport has an important role in
Aviation Academy to act as a nursery by
regenerating the area and one where increasing
allocating land for businesses to expand new
skills and economic engagement are key issues.
standalone facilities, including hangarage and
It therefore remains committed to fulfilling its
associated offices. Such companies will have
obbligations in training and skills and to
specific requirements for their operations, but
providing opportunities for local recruitment.
will also make use of Airport facilities, such as
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Forecasts for Future Growth 6. to 2016 and 2030 Background to the Forecasts
and the surface access traffic analysis, have
6.1
The Airport has commissioned independent
been based (see Chapter 11). The exception
consultants to predict future passenger and
has been the Transhipment Hub for cargo (para
cargo throughputs. This work has taken
6.54 below) which would give rise to higher
account of the continued and anticipated
cargo throughput. Such a scheme is likely to be
growth of airline and operator activity at
operator specific and therefore difficult to define
RHADS. These forecasts, which are provided
in terms of detailed criteria in a Master Plan, but
for 2016 and 2030, are used to guide the need
some conclusions regarding the impact of such
for additional and improved physical
a scheme are included in Chapter 11. The Low
infrastructure, which is described later in the
Case takes a more cautious view of growth
Master Plan.
reflecting more difficult economic circumstances and the non-delivery of support infrastructure
6.2
At any airport, it is clearly difficult to predict
such as FARRRS. The Airport acknowledges
developments in the air transport market over
that other forecast scenarios exist e.g. using
long periods of time. Airports have to continually
different assumptions regarding fuel costs and
monitor future commercial trends as well as
changing fiscal policy. These and other
actual performance. However, due to the lack of
emerging factors will be kept under review and
historical data, it has been even harder to do
details shared with stakeholders including via
this at RHADS, where it is not possible to
the five year review of the Master Plan.
project past trends and where airlines and operators are opening new markets. With the
6.3
RHADS is the UK’s newest airport and has
emergence of Low Cost operators, who will
demonstrated impressive levels of growth since
base aircraft at regional airports, growth may
opening. Direct year on year comparisons are
occur in steps or phases rather than along a
limited as the Airport was only open for eight
smooth trend line. A based aircraft can deliver
months of 2005. However, in 2006 (its first full
an additional 200,000 passengers per annum
year), RHADS handled over 900,000
(pa). For a new airport, individual operator
passengers and in 2010, 895,000 passengers,
decisions can consequently have a more
making it the 22nd largest airport in the UK and
noticeable effect than in the case of a well
the 17th largest outside the South East. This
established airport with higher throughput.
level of throughput already places RHADS
Therefore rather than adopt just one mid-range
above established airports, such as
forecast, RHADS has produced two scenarios,
Humberside, Norwich and Exeter and within
“Low Case” and “Base Case”, in order to assist
sight of Bournemouth and Southampton. In
in the production of this Master Plan (see para
2010 almost all of the traffic was carried by low
6.26). Reference is also made to the 2014
Cost Scheduled airlines.
Forecasts produced for the planning application for the Redevelopment of Finningley Airfield for
6.4
The fastest growing UK airports have all
the purposes of a Commercial Airport. With one
benefited from the significant expansion of
proviso, it is the Base Case which has been the
Low Cost Scheduled airline operations. The
scenario upon which the infrastructure
CAA carried out a major study in 2005 into
requirements have been formulated (see
UK Regional Air Services119.
Chapters 7 and 8) and the environmental assessments, including noise, air quality, risk
119 “UK Regional Air Services (CAP754)”, Civil Aviation Authority (2005).
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Under a strap-line of “A good news story for
11% of passengers were inbound visitors.
the UK regions”, it identified three underlying
Together, this business and inbound leisure
reasons for market growth:
passenger potential underlines the importance
n the liberalisation of European air services
of RHADS to the economy of the region and to
from 1993, which allowed new and existing
its expanding tourism sector.
airlines to exploit new opportunities; n these new services unlocked latent demand from passengers, who were keen to travel
Passenger Traffic Overview 6.8
In 2007, RHADS captured a 0.4% share of all
from their local airport rather than via London
UK passengers (UK total: 241 million) and a 1%
or some other connecting point; and
share of all UK passengers outside of the South
n simultaneously, regional airports began to
East.
change the way they viewed their operations, sometimes spurred by a move
6.9
RHADS has a catchment area population of
from public to private sector ownership, thus
almost 4 million people within 60 minutes
creating a “virtuous circle” which facilitated
drive-time. This rises to over 8 million within
continued growth.
90 minutes. On a local level, RHADS faces competition from the airports of Humberside
6.5
In addition, Low Cost air travel is proving
International (33 miles), Leeds-Bradford (44
increasingly popular with business travellers,
miles), East Midlands (54 miles) and Manchester
particularly those employed by small and
(63 miles). Prior to the opening of RHADS, over
medium sized enterprises (SMEs), where travel
55% of journeys with an origin or destination
costs can directly affect competitiveness.
within the Yorkshire and Humber Region used
The “Travel in Business Survey 2004-2005”
Manchester Airport as the arrival or departure
(Barclaycard Business) reported that:
airport.
“Overall Low Cost airlines remain popular,
6.10
Humberside International serves a localised
growing yet again with 71% of business travellers
market and catered for 466,000 passengers in
having used it in the last year. Of those who fly
2007. Whilst both East Midlands and Leeds-
with Low Cost airlines, 96% are very satisfied
Bradford airports have larger throughput and
120
and would use Low Cost services again.”
range of services, South Yorkshire passengers account for just 7.4% of passengers at East
6.6
The main reasons for businessmen travelling
Midlands and 4% of passengers at Leeds-
with Low Cost Scheduled airlines are given as
Bradford. Manchester and to a lesser extent,
availability of flights (26%) and managing costs (71%) with the favourite airlines for Low Cost travel being easyJet and Ryanair. Due to the nature of current services, RHADS has a small proportion of business traffic, but importantly, this is beginning to expand. Current levels are around 6-7%, which will be assisted by further growth. 6.7
RHADS is also beginning to develop an inbound market and in 2007, it is estimated that around
120 “Travel in Business Survey”, Barclaycard Business (2005).
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the London Airports, provide competition in the
number of dedicated freighter movements on
Long Haul market.
an ad hoc chartered basis. RHADS’ presence in the Belly-hold market is minimal, primarily
6.11
Around 45% of traffic at RHADS originates from
because major Low Cost passenger operators
within South Yorkshire with other sub-regions
do not presently take freight, as this involves
within Yorkshire and the Humber, including Hull,
longer aircraft time on the ground. In 2006,
Leeds, York and Wakefield contributing a further
a number of Thomsonfly Long Haul services
35 % of passengers. To the south of the
provided some belly-hold freight, but this
Airport, the East Midlands supply an additional
market remains undeveloped.
16% of passengers. The Airport therefore serves a core catchment meeting local needs,
6.14
In recent years, freight carried by dedicated
but has also managed to attract passengers
freight aircraft has grown faster than the market
from a much wider area. Passenger survey data
overall. In 1997, such freight accounted for 29%
has shown passengers travelling from as far
of UK tonnage carried. In 2004, this had
afield as the West Midlands, the South East and
reached a 37% share and this demonstrates
even Scotland.
the potential for RHADS to grow a presence in this market.
Cargo Traffic Overview 6.12
The UK is a major trading nation and its island
6.15
Mail traffic is currently concentrated at East
position makes air cargo a vitally important
Midlands Airport, but following the recent
supply chain for industry. The Cargo sector is
opening up of postal services to competition,
made up of ‘freight’ traffic (goods, which are
it is anticipated that volumes within the sector
usually low weight and high value) and ‘mail’.
will grow. RHADS central location provides an
Cargo traffic can be handled in the hold of
opportunity to establish this sector.
passenger aircraft (belly-hold) or on dedicated freighter aircraft. Some freighters will be
General and Business Aviation Overview
specially chartered (ad hoc) for particular jobs
6.16
General and Business Aviation (GBA) traffic
and within this sector will also be included
comprises private flying, including aero clubs,
heavy lifts or just in time loads (for the
test and training activity, military flying, business
automotive industry, for example). Companies,
aviation (including company owned aircraft) and
such as DHL, UPS, FedEx and TNT, that
some other specialist traffic, such as official
operate fast parcel services in their own aircraft
government and police flights. It predominantly
fleets, are called ‘integrators’ and these have
features smaller aircraft, often single engine
seen rapid growth in recent years.
types, but also includes executive jets. Air taxi businesses, which are commercially run, are
6.13
usually considered alongside GBA.
Heathrow, which handled 1.34 million tonnes in 2006, is the UK’s main Cargo airport due to its Long Haul connections and is dominant in the
6.17
The South Yorkshire economy has seen
Belly-hold sector. Manchester Airport has also
dramatic changes over the last decade and
been growing in this sector and in 2006
a large number of blue chip companies now
handled 150,000 tonnes. East Midlands, which
have a presence. Equally a number of local
handled 298,000 tonnes in 2006, is the UK’s
companies have increased their activities on the
main dedicated freighter airport and is the base
global stage and the region is one of the most
for DHL. RHADS has seen an increasing
competitive places within the UK to do
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n Albeit the routes served at the Airport (Low
business. This will drive the demand for GBA services and business jet travel, including
Cost Scheduled, Charter and Long Haul)
maintenance services.
since opening have been broadly in line with the earlier studies, new markets, such as
Recent Performance 6.18
Eastern Europe, have become much more
The planning approval granted for the
prominent since 1999. n The Airport has experienced slower growth
commercial airport re-development (see Chapter 3) was specified in terms of Aircraft
of air freight than anticipated, but recent
Movements, which equated to an annual
trends indicate the Airport is beginning to
throughput in 2014 of 2.33 million passengers
establish itself within the market and that
and 62,000 tonnes of freight based upon the
growth will be recouped within the forecast
forecasts produced in 1999 as well as GBA
time frame. n The Airport, until recently, had less aero club
activity. This anticipated the Airport would commence operations in 2001. Given the length
throughput than anticipated due to a
of planning process, this, in fact, did not occur
conscious decision not to pursue this market
until 2005. Table 6.1 below provides a
in the early years of operation, but it does
breakdown of these Aircraft Movements, as
now present a future opportunity which
phased in the planning consent. Total Aircraft
RHADS wishes to pursue and it will see
Movements are made up of movements of
greater future expansion.
passengers and cargo aircraft termed Air Transport Movements (ATMs) together with
6.20
Table 6.2 compares performance in the early
other GBA (general and business aviation)
years since opening for passenger traffic set
movements including test and training, aero
against the original projections of 1999 and
club, local movements/positioning, private
those projections when adjusted for a later April
aircraft and military/police/official flights.
2005 Airport opening date. It can be seen that actual performance has exceeded that
6.19
Since the initial forecasts, market conditions
projected in respect of passenger throughput,
have changed which has affected some of the
whilst remaining within the planning permission
outputs assumed. These include:
criteria for ATMs. Slightly revised forecasts were
n The predominance of Low Cost Scheduled
produced during the Public Inquiry held in
airlines at RHADS has led to more uniformity
2001/02 to reflect the passage of time the
in the aircraft types using the Airport and
scheme had spent in planning and
hence led to higher passenger numbers per
consequently a later projected opening date;
movement. This means the Airport is able to
however, given the figures were not materially
generate higher passenger throughputs
different, they are not reproduced here.
within the existing approved level of ATMs. Table 6.1: Aircraft Movements as phased in the Planning Permission for the Redevelopment of Finningley Airfield as a Commercial Airport Source: RHADS
Aircraft Movements Per Annum
To 31 Dec 2007
To 31 Dec 2011
After 1 Jan 2012
Passenger ATMs
17,039
22,419
27,799
Cargo ATMs
2,738
3,596
4,140
GBA Movements
11,527
18,556
24,979
Total Aircraft Movements
31,304
44,571
56,918
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Table 6.2: Traffic Performance to Date in Respect of Pasenger Throughput and ATMs Source: RDG/RHADS/CAA
Passenger Throughput Original Forecast 2001 Start
2001
2005
2006
2007
2010
2014
2018
274,000
1,278,000
1,477,000
1,541,000
2,037,000
2,328,000
-
Original Forecast 2005 Start
-
274,000
570,000
835,000
1,477,000
2,037,000
2,328,000
Actuals To Date
-
600,907
900,067
1,074,375
-
-
-
13,873
18,098
19,165
20,269
23,538
27,799
-
Original Forecast 2005 Start
-
13,873
14,887
15,965
19,165
23,538
27,799
Actuals to Date
-
5,267
7,303
9,254
-
-
-
Passenger ATMs Original Forecast 2001 Start
Passenger Sector Forecasts 6.21
6.22
There are a number of factors as set out below
The Government has forecast the long term
that can potentially influence passenger traffic
growth in passenger demand for both the UK
growth. The Consultants acting for DSAL
as a whole and the regions of the UK. Forecast
reviewed these and, where possible, tried to
annual demand at UK airports in 2020 is 400
attribute an impact to the general traffic base:
million passengers rising to 500 million
n definition of a catchment area, based upon access times and distance;
passengers by 2030. The Department of the
n projections of total market growth in the
Environment, Transport and the Regions (DETR)
region;
provided the following summary of its forecasting approach in the publication ‘Air
n likely catchment “ceilings” by route;
Traffic Forecasts for the United Kingdom 2000’.
n likely stimulation of demand; n actually airline interest and behaviour at the Airport so far;
“The forecasts are based on econometric
n airline behaviour and growth at other similar
equations, which specify a relationship between
airports.
passenger traffic and a number of variables, which determine it … the key variables determining air traffic were found to be domestic
6.23
This data has been weighted, according to route passenger traffic statistics to a 2004
and foreign economic growth (principally GDP);
common base and then projected. The use of
121
air fares, trade and exchange rates.”
“trip generation” is important; RHADS is a new airport and will attract passengers who currently have to use another, often less convenient, airports. 6.24
The catchment will be drawn mainly from places that are closest to or have indifference between the choice of RHADS and other airports, based on access and time, although some passengers may be attracted from outside the “natural” catchment area. This is because the travel
121 “Air Traffic Forecasts for the United Kingdom”, Department of the Environment, Transport and the Regions (2000).
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decision is based upon availability of
6.28
Scheduled flights are those that operate to a
destination, price of airfare, frequency of
regular timetable generally throughout the year,
schedule, location of airport and other factors,
although there can be some seasonality and
such as ease of airport processing, cost of car
they may operate to a greater frequency in the
parking and amenities at the airport.
Summer Season. Traditional Scheduled operators, such as British Airways, are
6.25
On the basis of these factors, RHADS will
sometimes referred to as Legacy Carriers.
attract passengers from across its catchment. However, it is realistic to expect that its
6.29
Holiday Charter traffic relates to those
penetration will be lower further out in the
passengers travelling on Inclusive Tour flights to
catchment and higher closer to the Airport.
popular holiday destinations such as Spain,
The total market to all routes from this
Portugal and Greece, as well as Long Haul
catchment was around 25 million passengers in
Charter destinations, such as Florida. Traffic
2004; from Yorkshire and Humberside it was an
forecasts for the Charter sector are influenced
estimated 13 million. By 2016, these figures are
by the performance of the sector as a whole -
expected to be 34 million and 19 million and by
split by Long Haul and European Short Haul.
2030, 50 million and 28 million.
Experience shows that: n compared to Scheduled passengers, Charter
6.26
The forecasts set out two scenarios: a “Base
passengers tend to be less focused on
Case”, which assumes a continuation of early
specific destinations - they will be influenced
performance factoring in national growth rates;
by the overall holiday package, including
and a “Low Case”, which takes account of
hotel; and
potentially lower rates of economic expansion in
n demand for different leisure destinations can
the economy, but also reflects issues related to
fluctuate considerably over time - fashions
Airport connectivity. It is expected that the
change and destinations develop a
FARRRS link road to the M18 will be completed
reputation.
around 2016, in which case growth nearer to the
Destinations for Charter flights will be more
Base Case can be anticipated. If this were not to
extensive in the Summer Season, but specialist
122
be built, then the Low Case is more likely .
Winter Season flights, for example, to ski
Recent slowing in the UK economy suggests the
resorts have seen significant growth in recent
Low Case may be more applicable in the near
years. In contrast, traditional summer package
term if current circumstances persist.
holidays have borne the brunt of competition from the Low Cost operators.
6.27
There is evidence that the inauguration of a new service leads to market stimulation (see para
6.30
Demand for Domestic services is much more
6.35). Passengers from Yorkshire and the North
localised than demand for international flights,
Midlands are more likely to fly to a destination if
as passengers are less prepared to travel
it is served direct from a local airport, as they
significant surface distances to an airport to
avoid the need to make a long surface journey
then fly to a UK destination. It is more likely a
to an alternative airport with a direct service
passenger will fly from their local airport, or if a
(usually London or Manchester), or the need to
service does not exist, complete the entire
connect via an intermediate airport. This will be the case, particularly for Low Cost flights in the Scheduled sector.
122 This does not take account of the capacity of the highway network to accommodate further Airport expansion if FARRRS were not to be provided.
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Figure 6.1: Forecast Passenger Traffic by Segment Source: RDG/RHADS
11
10
D
Million Passengers Per Annum
9
C 8
A C
Other Scheduled
B D
Long Haul
Low Cost Scheduled
European Charter
B 7
D D
6
C C
5
D
4
B
B
C 3
B
2
A
A
A
A
2016 Low
2016 Base
2030 Low
2030 Base
1
2007
journey by a surface mode of transport.
Long Haul experiences greater growth in the
With its excellent rail connections, particularly
Base Case Scenarios.
to London, Domestic services will offer a more limited market for RHADS, but it has developed
6.32
It is expected that European Charter flights will
services to Belfast City and Jersey and has
account for up to 1 mppa by 2030 despite the
future potential nevertheless. In the forecasts
general down-turn in demand for the Charter
they have therefore been considered alongside
product in recent years, which is expected to
those Other Scheduled services of the Legacy
continue. This is because when compared to
Carriers.
other UK regions, the Yorkshire region is underserved by based Charter aircraft in relation
6.31
The forecasts predict growth in future years at
to its population. A small amount of growth is
RHADS by segment and is shown in Figure 6.1.
also anticipated in the Domestic traffic segment,
Total annual passenger traffic throughput is
still underserved from the RHADS region
forecast to reach between 4.40 (Low Case) and
(included within the Other Scheduled segment).
6.57 (Base Case) mppa by 2016 and between 7.21 (Low Case) and 10.76 (Base Case) mppa
6.33
In addition to increased numbers of flights to
by 2030. Low Cost Scheduled operators are
existing and new European destinations, the
predicted to be the main source of growth with
forecasts identify the opportunity for RHADS
annual throughput rising from its current level to
to handle Long Haul passenger services. The
between 4.65 and 6.87 mppa in 2030.
current runway length which can cater for larger
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examples provided by three of the UK’s main Low Cost airports: Stansted, London Luton and Liverpool John Lennon Airport. 6.36
DMBC have also carried out forecasting relating to the growth of the Airport using their own independent aviation forecasting consultants. The Master Plan forecasts reflect the Airport’s commercial input from discussion with its existing and potential new operators and how it will perform in a competitive market place in the
aircraft with the greater fuel payloads needed
light of its investement proposals. Such
has resulted in a range of Long Haul services to
commercial information is not available to the
the Middle East, Asia and North America, being
Council’s forecasters, who will need to be
served since opening. There are a number of
guided more by trend based performance in a
routes that have sufficient demand to be viable
context independent of such considerations. In
as a destination from RHADS in the longer
the case of a new airport such as RHADS, such
term. Possible destinations include New York,
an assessment will undoubtedly differ, but
India, Pakistan, Canada and Dubai. It is
nevertheless it does provide useful information
estimated that Long Haul traffic could account
for comparison and benchmarking and is
for between 0.6 and 0.9 mppa by 2016 and
accordingly reproduced in this Master Plan.
between 1.3 and 1.9 mppa by 2030. 6.37 6.34
The DMBC passenger forecasts have
Around 65% of RHADS’ traffic is expected to
considered those administrative counties for
come from Yorkshire and the Humber and it is
which the Airport acted as a catchment area in
anticipated that it will attract around 22% of the
2007 and then considered potential future
Region’s total traffic in 2016 and 25% in 2030
growth in aviation travel nationally and changes
(Base Case scenario). There is also an
in market share to produce prospective
assumption of RHADS’ traffic being clawed
forecasts for 2016 and 2030. The consultants
back from airports outside of the region over
have produced a range of forecasts - ‘low’,
time, principally the South East. This is based
‘central’ and ‘high’ - and have produced an
on an increase in demand for Long Haul
estimated ‘high’ forecast throughput of 4.19
services that, in the absence of RHADS, would
mppa in 2016 and 6.39 mppa in 2030. These
only be operated from London and, to a more
figures compare with the Airport’s forecast of
limited extent, from Manchester Airport.
4.40 mppa at 2016 and 7.21 mppa at 2030 in the low case. The DMBC figure for 2016 is less
6.35
It is also estimated that circa 30% of RHADS’
than that of the Airport, but the difference is
Scheduled traffic will be stimulated, i.e. this is
small. Given the severity of the recession which
traffic that would not have arisen without the
has affected throughput actually achieved in
availability of RHADS and the large number of
recent years, the 2016 figures are fairly
new low fares available. There may also be
consistent. The Airport forecast show a similar
about 5% stimulation of Charter traffic. The
figure as the DMBC forecast for 2030 being
overall level of stimulation is expected to be
achieved in 2026. It would not be surprising for
around 25% and is based upon historical
there to be a delay of a few years in achieving
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throughput growth. In the context of a plan,
freighter services. Post recession the main
looking at the long term to 2030 and given the
growth opportunities lie, therefore, with freighter
length of time it takes to bring forward Airport
operations and the development of any
expansion proposals and progress them
complementary services. The Cargo Handling
through the planning process, these small
Centre (see Chapter 3) provides a night trucking
differences in timeframe do not materially alter
service linking RHADS with five other UK
the fundamental thinking set out in the Master
airports: Manchester, East Midlands, London
Plan. For example, if the Master Plan proposals
Heathrow, London Gatwick and London
were actually achieved in 2025 instead of 2030,
Stansted. With the majority of the current
this would in terms of looking ahead 20 years
Scheduled business at RHADS falling within the
be immaterial and would make no difference to
Low Cost sector, there is limited cargo provision
the physical location of future development
on passenger Low Cost services. However,
proposals.
future Long Haul services to North and Central America could provide reasonable volumes of
Cargo Sector Forecasts 6.38
freight throughout the summer season.
The factors affecting the growth of air cargo are complex and often difficult to predict. The
6.40
Other trends are also discernible. The
tonnage of air cargo moving on any route is
development of new trading methods and
usually less predictable than passenger traffic.
particularly the use of internet trading and IT
There is the added complication that unlike
in general to improve supply chain functions is
passengers, who tend to return to their point
introducing more flexibility. There is therefore a
of origin, freight movements are unidirectional.
greater focus on intermodality in the movement
Additionally, some freight capacity is also
of goods. The movement of larger loads,
created as a by-product of passenger capacity
whether by ships or aircraft, means economies
(Belly-hold). As a result of all these factors, it is
of scale are driving a need to enhance
often difficult to relate past freight growth to
infrastructure (see for example, the major port
one or more independent variables, therefore
expansion schemes planned in the South East
a degree of qualitative judgement in the
of England). International parcel services
generation of the forecasts is necessary.
essential for modern business rely on large aircraft consolidating cargo every night from
6.39
Prior to the credit crunch in 2008 exceptional
whole continents for onward truck haulage
world-wide cargo growth rates were recorded.
and then deconsolidation for doorstep delivery.
In the UK, total air-borne cargo throughput
The handling storage and delivery of such cargo
amounted to 2,505,000 tonnes in 2006, of
requires large buildings, receiving goods from
which 190,000 tonnes was mail; 533,000
different origins by different modes. The
tonnes domestic and European freight; and
Yorkshire and Humber economy is already host
1,782,000 tonnes non-EU freight. There is likely
to large volumes of international trade. In 2005,
to be a maturing of the relationship between
the port terminals on the Humber Estuary
world cargo development and key demand
handled over 84 million tonnes, including 16.5
drivers such as Gross Domestic Product (GDP)
million tonnes within containers/trailers. In
in the long run, but all forecasts predict
addition, 200,000 containers passed through
considerable growth in the forseeable future
intermodal rail terminals at Wakefield, Leeds,
(see para 6.41). There is substantial physical
Selby and Doncaster. Doncaster is emerging as
potential at RHADS to develop dedicated
an important multi-modal hub.
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Figure 6.2: World Air Freight Market according to Boeing Source: Boeing
RTKs, billions 800
History
Forecast Average annual growth percentage 2001-2021
600
High Base Low
400
High Base Low
7.9% 6.5% 5.2%
6.6% growth per year 200
1991
6.41
1996
2001
2006
2011
2016
2021
There are particular regional opportunities at
companies operating within the two regions that
RHADS. For example, Food and Drink (F&D) is
are manufacturing and distributing nationally
currently the largest manufacturing sector in the
known, branded food and drink products who
UK, generating a turnover exceeding £70 billion
have expressed interest in such a concept.
annually. There are 6,500 companies engaged in F&D manufacture nationally, nearly 32% of
6.43
There are a number of different growth forecast
which operate within the boundaries of
measures for civil aviation and two of the most
Yorkshire and the Humber and the East
common are those provided by the Boeing
Midlands. There is also a well established food
Company and by Airbus Industrie. The Cargo
processing industry based around agricultural
Market Forecast published by Boeing in
products in Lincolnshire and fish products in the
December 2004 offers some very broad
Grimsby area. The dynamics of the F&D sector
growth data and suggests that world traffic will
are changing rapidly, driven both by offshore
continue to grow over the next 20 years (see
manufacturing, increasing fuel costs, better
Figure 6.2). The figure for China-Europe trade
educated customer demand and a continued
is even higher at almost 9% with the US-
quest by manufacturers to identify value-added
Europe figure over 5%. The Airbus Market
opportunities.
Forecast predicts similar numbers, indicating an intra- European annual average growth rate
6.42
Working in collaboration, the lead organisations
for the period 2004-2023 of 5.0%. Boeing
such as Yorkshire and Humber Regional Food
sees the global freighter fleet growing from
Group, Business Link, East Midlands Food and
1,980 aircraft in 2006 to 3,980 by 2025 with
Drink Forum and manufacturing businesses in
the wide body component growing from 58%
both regions are investigating the possible
to 64% reflecting growth in Long Haul traffic.
development of an aviation related F&D logistics hub at RHADS. The hub would include frozen,
6.44
Currently, the UK air freight industry is
chilled and ambient storage facilities and be
consolidated around Heathrow Airport. In 2005,
capable of handling both incoming and
almost 54% of all UK freight was flown from
outgoing F&D related cargo. There are major
Heathrow, with a further 20% flown from other
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South East airports. Only 25% was flown from
of the total, so this appears to be in line with
regional airports. Nevertheless, as cargo
expectations.
capacity becomes scarce in the South-East, it is likely that a higher proportion of cargo will
6.47
The North and Midlands regions account for
be consolidated at regional airports than is
some 35% of the country’s GDP and yet most
currently the case. This would better reflect the
of the exports and imports by air are trucked to
distribution of demand between the South East
London or the continent. The regions’ share of
and the rest of the UK.
the UK’s total air freight of some 18% is distorted by the very large amount of express
6.45
Heathrow’s traditional dominance of the air
package business at East Midlands Airport,
freight market is almost entirely due to the wide
which accounted for 253,000 tonnes in 2005,
range of Long Haul flights operated. This is,
55% of the North and Midlands regions’ total.
however, a market in which Heathrow’s share
Yorkshire and Humber airports prior to the
will inevitably decline because:
opening of RHADS had limited freight
n There is inadequate development land
throughput, the regional total in 2004 amounting
around the airport to handle much more air
to less than 1,000 tonnes. Unless there is
freight;
greater emphasis upon freight at the regions’
n The airport itself will concentrate increasingly
airports, this gap between achievement and
on passengers; and
“entitlement” will grow at a time when the non-
n An increasing proportion of air freight will fly
South East airports should not only be taking
in ‘freighters’ and Heathrow will not have
more of their regional share, but also an
runway capacity to cater for these,
increasing amount of “spill” from the London
particularly in the light of the Lib-Con
airports.
government’s opposition to adding more runway capacity.
6.48
The UK Air Freight Study projected national air
This pattern whereby Heathrow is gradually
freight to grow to 13.6 million tonnes by 2030.
losing market share in non-EU air freight is clear.
There are several key features that are
Notwithstanding the “blip” in growth between
supportive of air freight growth at RHADS. In
2000 and 2002, non-EU air freight through
particular, the regions of “Midlands, North West
Heathrow grew by only 17% between 1984
and Other” from which RHADS is expected to
and 2004 while growth through all other airports
draw its traffic shows a compound growth of 7%
was 148%. The “other” airports enjoyed a figure
per annum. However, perhaps more importantly,
of 374% in growth in Far East air freight.
there are several “market drivers” identified that support the case for cargo development at
6.46
It is extremely difficult to establish the exact
RHADS. There are expected to be capacity
volume of non-integrator air freight. Some
constraints in the South East, especially at
indication can be gained from the UK Air Freight
Heathrow, but also at other airports as
123
Study produced by the DfT . This document in
passenger services compete for space. There is
turn refers to the DETR survey of the Origin and
therefore expected to be a shortfall of facilities to
Destination of International Goods, which would
accommodate the anticipated national demand.
suggest it is about 75% of the total recorded air freight. There is a general view within the industry that Integrator business is around 25%
123 “UK Air Freight Study”, Department for Transport and MDS Transmodal (2000).
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Table 6.3: Forecast Cargo Traffic by Segment Source: RDG/RHADS
2016
Tonnes
2030
Low
Base
Low
Base
54,600
54,600
102,500
102,500
8,700
13,000
11,600
17,600
63,300
67,600
114,100
120,100
All freighter Charter/Integrator Scheduled Bellly-hold Total
6.49
There is an obvious case for a proportion of that
share of (future) total UK air cargo is allocated to
anticipated growth being met at RHADS. The
RHADS referring to previous studies undertaken
long Runway, capable of accommodating fully
by the DfT.
laden flights from the Fast East, makes it highly suitable, facilitating rapid distribution across the
6.53
124
north of England .
Forecasts for cargo are shown in Table 6.3. The forecasts are segmented into the following three markets: Belly-hold freight on passenger
6.50
This view is supported by the Regional Freight
services, “Integrator” cargo and all-freighter
Strategy (see Chapter 9), which notes that the
Charter and Scheduled traffic. The differences
existing airports in Yorkshire and Humberside,
mainly reflect the Belly-hold opportunities which
excluding RHADS, do not have, and are unlikely
themselves reflect the number of passenger
to have, the infrastructure to support a
aircraft for each scenario.
significant air freight business. The pro-active approach to business development at RHADS
6.54
Aircraft mix within the main cargo segments
could therefore lead to the development of a
was characterised as follows and this was used
substantial throughput of cargo.
to establish ATMs: n Belly-hold on Charter aircraft: increasingly
6.51
For forecasting purposes, a market scenario is
Charter airlines are seeking to bolster their
adopted which assumes the Airport is
income with cargo revenue. This will
aggressive in the marketing and promotion of
fluctuate in line with passenger traffic.
cargo traffic at RHADS through concerted
n Belly-hold Scheduled aircraft: most of the
approaches to cargo forwarders and the
Scheduled activity will be on mid-size aircraft
attraction of services from other airports.
in the 150 seat category. There is likely to be
This scenario sets out a reasonable assessment
a small amount of packages, high value
of what could be achieved if the Airport begins
items and mail. It has been assumed that
to attract Scheduled, as well as ad hoc Charter
Low Cost operators do not carry freight.
freight throughput, and established itself as a
n All freighter (general cargo): this has been
viable option within the airfreight marketplace.
segmented into three categories: the 20
This assessment was carried out with input
tonne capacity (broadly equivalent to a
from CHC on cargo types and destinations.
B737); the 40 tonne capacity (broadly equivalent to a B757); and the 100 tonne
6.52
Based upon this market led scenario, cargo volumes for RHADS have, in addition, been forecasted using a top down approach; i.e. a
124 “Air Freight Potential at RHADS”, MDS Transmodal (October 2007).
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capacity (broadly equivalent to a B747). An
patterns of trade, particularly the emergence of
allowance is also made for empty legs given
China and India as major trading nations and
the fact commissions are often uni-
also the growth expected in Eastern European
directional with no return load.
nations following their accession to the
n Integrator: this assumes RHADS will become
European Union. Eastern Europe will be the
a “spoke” for an integrator. This will lead to
recipient of major funding for infrastructure
seven flights a week using a 20 tonne
under the next round of EU Objective One and
category aircraft. This development is yet to
a number of major airports are being
occur, but is considered to be achievable.
developed, some of them from former Warsaw Pact airbases. The major growth of trade to the
6.55
Using the same Low and Base Case
Far East is reflected in the fast developing hubs
assumptions as within the passenger forecasts,
in the Middle East, such as Dubai. The USA will
total annual cargo throughput is estimated at
also remain an important market and the recent
between 63,300 and 67,600 tonnes pa in 2016
relaxation of Fifth Freedom rights will encourage
and between 114,000 and 120,000 tonnes pa
the development of through traffic to the
in 2030. Movements are calculated to be
Continent, as well as UK bound traffic.
approximately 2,150 pa by 2016, which is within the range of the current planning permission
6.58
Global air freight operators are positioning
and 3,200 pa by 2030. The growth in cargo
themselves to take advantage of this growth
requires RHADS to increase its market share
and this is reflected both in the growth of air
of the regional cargo market to 7.6% by 2016.
freight at existing airports and also the emergence of new centres. In considering
Future Cargo Development to 2030 Transhipment Hub
development at RHADS, it is important to
6.56
One of the objectives of RHADS is to create a
the UK, but also what is happening at the other
major cargo or “Transhipment Hub”. The main
end of international trading routes.
consider not only patterns emerging within
factors that would allow RHADS to position itself as such are presented below:
6.59
There are almost 20 world airports handling
n State of the art infrastructure;
over 1 million tonnes pa, of which Heathrow
n Excellent surface access network;
was 18th in the world at 1.34 million tonnes
n Development of niche markets;
throughput in 2006 (see Table 6.4). Some of
n Focus on developing distribution and
these reflect Belly-hold freight handled at
logistics activities;
international passenger hubs, but others are
n Room for physical expansion;
very focused on dedicated freight, including
n Ability to provide attractive commercial
the world leader, Memphis, the home of the
terms;
operator FedEx, which handled over 3.6 million
n No restriction on ground handling;
tonnes in 2006.
n Turn-around times competitive with those at other hubs; and n Training and skills development and suitable labour.
6.60
Those experiencing considerable growth in 2006 included Beijing, Shanghai and Guangzhou in China and Dubai in the Middle East (see Table 6.5). China has seen
6.57
Significant growth is expected in world air
considerable growth in its airports’ sector with
freight tonnages in future years due to changing
operators opening up new routes to serve
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Table 6.4 - World Leading Airports for Cargo Throughput 2006 Source: ACI Top 30 Airports
Rank (Airport) 1
Memphis, TN (MEM)
Metric Year % Tonnes Change 3,692,205
Rank (Airport)
Metric Year % Tonnes Change
2.6
16
Amsterdam, NL (AMS)
1,559,787
4.3
2
Hong Kong, CN (HKG)
3,608,789
5.1
17
Dubai, AE (DXB)
1,503,696
14.4
3
Anchorage, (ANC)
2,803,792
5.9
18
London, GB (LHR)
1,343,932
-3.1
4
Seoul, KR (ICN)
2,336,571
8.7
19
Bangkok, TH (BKK)
1,181,814
3.6
5
Tokyo, JP (NRT)
2,280,026
-0.5
20
Indianapolis, IN (IND)
1,044,293
0.3
6
Shanghai, CN (PVG)
2,159,321
16.3
21
Beijing, CN (PEK)
1,028,908
31.6
7
Frankfurt, DE (FRA)
2,127,797
8.4
22
Newark, NJ (EWR)
969,936
2.1
8
Louisville, KY (SDF)
1,982,985
9.3
23
Osaka, JP (KIX)
842,085
-3.1
9
Singapore, SG (SIN)
1,931,881
4.2
24
Tokyo, JP (HND)
832,854
4.3
10
Los Angeles, CA (LAX)
1,907,173
-1.1
25
Guangzhou, CN (CAN)
824,906
9.9
11
Paris, FR (CDG)
1,854,950
5
26
Luxembourg, LU (LUX)
751,645
1.9
12
Miami, FL (MIA)
1,830,592
3.9
27
Dallas/Ft Worth, TX (DFW)
748,056
1.5
13
Taipei, TW (TPE)
1,698,808
-0.4
28
Atlanta, GA (ATL)
746,500
-2.8
14
New York, NY (JFK)
1,660,158
0.2
29
Brussels, BE (BRU)
691,250
-0.3
15
Chicago, IL (ORD)
1,618,331
4.8
30
Cologne, DE (CGN)
691,110
7.4
Table 6.5 - World Leading Airports for Cargo Growth 2006 Source: ACI Top 30 Airports
Rank
(Airport)
Metric Tonnes
Year % Change
21
Beijing, CN (PEK)
1,028,908
31.6
6
Shanghai, CN (PVG)
2,159,321
16.3
17
Dubai, AE (DXB)
1,503,696
14.4
25
Guangzhou CN (CAN)
824,906
9.9
8
Louisville, KY (SDF)
1,982,985
9.3
4
Seoul, KR (ICN)
2,336,571
8.7
gateways to major economic regions: e.g.
2002-2004 (eight years) the mean growth rate
Guangzhou is in the Pearl River Delta economic
from the Far East was 20.5% per annum, a
zone. China recently overtook the UK as the
quite remarkable rate of growth. The growth
world’s fourth largest economy and is also the
rate for air freight from North America (the
world’s third largest importer and exporter.
second most important air freight market) for
China’s exports reached a record e640 billion in
the same combined eight year period was 8.5%
2005, a year on year increase of 28%, whilst
per annum. The statistical evidence is,
imports rose by 18% to e555 billion. The major
therefore, that there are very strong growth
US airports also present particular potential for
rates for the two major Long Haul air freight
growth. UPS, another Integrator, has its base at
markets to the UK.
Louisville. 6.62 6.61
With its Runway capabilities, RHADS is able to
In the case of non EU air freight, the main area
serve many destinations with a range of aircraft
of growth has been from the Far East, which
types. For example, the Boeing 757-200
by 2004 made up 41% of all non EU airfreight
Freighter can access cargo hubs in eastern and
within the UK. For the periods 1994-2000 and
central USA, whilst the Boeing 767-300
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Freighter can reach the west coast USA, South
expected to rise to 43% (around 5.7m tonnes),
America and the Far East. The Boeing 747-400
as compared to only 25% (660,000 tonnes) in
Freighter can access the emerging transhipment
2004. If RHADS could attract an integrator
hubs in the Middle East and Indo-China.
serving these markets, throughput could double by 2030 to over 200,000 tonnes per annum
6.63
Transit times on these trading routes are also
(220,000 tonnes is used for Masterplanning
increasingly important. Shipping times from
purposes below).
China to Europe are commonly one month, but can be cut almost by half in sea-hub-air
6.67
Whilst it is clear that RHADS has facilities in
combinations: e.g. via Dubai, or less by direct air
place to currently handle relatively large volumes
routes. Connectivity within these world markets
of air freight, further infrastructure will be required
presents opportunities for airports able to
to develop the Airport into a major cargo
provide the necessary infrastructure. RHADS,
destination. The current Runway length
with its long Runway able to accommodate the
is a positive factor in attracting Long Haul
largest aircraft with direct services, can be a
freighters, but further apron and taxiways
strategic regional asset in this respect.
improvements alongside further transit shed/warehousing developments will be required
6.64
By value, air freight accounts for around 52%
(see below). RHADS has the opportunity to play
of the import value of extra-EU UK visible trade.
a major role in this new global market serving a
Major sectors include clothes, machinery,
national and regional need.
scientific apparatus, photographic equipment and telecommunications apparatus. By tonnage,
General and Business Aviation Forecasts
of course, the proportion is much lower. Air
6.68
A recent study by Eurocontrol125 reveals that
freight can be expected to grow at
across Europe, the GBA sector has grown twice
a significantly higher rate because the “light”
as fast as any other since 2001, growing by
or “high value” end of the market spectrum
8.9% alone in 2005 with over 630,000 business
is itself growing more rapidly.
aviation flights. The European fleet of Business Jets is also due to grow by 4% pa
6.65
Such extrapolations would imply that, including
over the next decade, indicating the growing
mail, in 2030, Heathrow would handle some
demand within the sector.
3.8m tonnes pa while all other airports would handle 9.4m tonnes pa of air freight. Some 80%
Rolls Royce126 have identified a series of factors
of air freight carried by passenger planes would
driving this growth, including;
continue to pass through Heathrow, but overall,
n Corporate Growth with 375 of the Fortune
75% of air freight would be carried on freighters.
500 companies operating their own fleets,
In fact, some analysts consider that, given
exceeding 1,300 aircraft.
constraints on South East airport capacity,
6.66
6.69
n Personal Wealth with a 50% growth in
freight through Heathrow would be limited and
millionaires over the next 10 years from 9
that even more would be carried by dedicated
million today to 13 million and a doubling
services.
in billionaires to over 2,000.
The proportion of total air freight passing through ‘regional’ airports, i.e. north of Luton and Stansted and west of Oxford, annually was
125 European Organisation for the Safety of Air Navigation. 126 “Rolls Royce Business Jet Overview and Long Term Forecast” (2006).
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n Development of new and innovative aircraft
Airport and created a dedicated facility for the
types.
GBA community. With 88 Fixed Base
n Upgrading of the fleet with 5,000 plus (36%)
Operations (FBOs) around the world, including
over 20 years of age.
53 in the US, this UK group is a leader in this business sector.
6.70
Honeywell in their 15th annual Aviation Outlook forecast the delivery of 12,000 new business
6.72
The region’s growing economy, aided by the
aircraft from 2006 to 2016. They reported an
presence of a number of major companies, has
upward trend in the “Customer Benefit
contributed to increased demand in
Analysis”, the perceived value gained by fleet
independent business travel. As a result, the
owners, including within the Fractional Market
region's key business leaders are enjoying
(shared ownership) and Jet Card (which offers
higher level of disposable income and are likely
business jet access in smaller blocks of flight
to spend more on personal and business air
hours without an equity stake or long term
travel. Some areas of Sheffield, Leeds and
commitment) sectors.
Harrogate are now amongst the wealthiest in the UK and these towns and cities feature in the
“The march to adopt advances in technology
Airport’s catchment area. The focus on
continues at every manufacturer. Innovation to
helicopter operations at Sheffield City Airport
improve cabin comfort, extend range, broaden
(SCA) and operational restrictions in place at
mission capability and produce business jets
other local airfields means RHADS is well
that are highly productive, cost-efficient assets
placed to act as the region’s main Airport for
is ongoing across the industry, from both
this type of traffic.
traditional and emerging business aircraft OEMs.
6.73
The Airport also expects to see rapid growth within the volume of transatlantic flights within
If trends continue, shared ownership and
the GBA sector. The Airport’s long Runway and
charter fleets likely will continue to have high
associated facilities make it attractive as a
utilisation rates and any resulting in capacity
staging post for fuel or technical stops for long
bottlenecks could fuel additional aircraft
range aircraft operating on the US to Asia
127
demand”.
routes. The Airport’s geographical location within the usual air corridors associated with
6.71
There are a number of factors that point to
this nature of traffic is also of obvious
RHADS potential to act as a key facility in the
advantage.
GBA sector. On 1 May 2006, Signature Flight Support commenced their operation at the
127 “Honeywell Business Aviation Outlook 2006-2016” (2006).
Table 6.6: Forecast of Future ATMs and Aircraft Movements by Sector Source: RDG/RHADS
Traffic Sector
2016
2030
Low
Base
Low
Base
Passenger ATMs
32,192
48,048
49,229
73,467
Cargo ATMs*
2,124
2,124
3,197
3,197
Total ATMs
34,316
50,172
52,426
76,664
GBA Movements
39,248
43,374
52,718
57,933
Total Movements
73,564
93,546
105,144
134,597
* Excludes Transhipment Hub operation
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Schedules of Activity 6.76
The annual traffic forecasts discussed above have been refined into detailed schedules of activity: passenger and cargo ATMs and GBA movements as shown in Table 6.6. These form the basis of the identified need for additional Airport infrastructure and have been used for the assessment of economic benefits and environmental impacts. In particular, the schedules include day and night traffic for noise assessment purposes and Busy Day / Hour schedules to analyse both the capacity of infrastructure such as the Terminal and the effects of surface access movements, particularly by private car on the road network surrounding RHADS. In respect of terminal
6.74
planning, the schedules are related to passenger
It is also predicted that Aero Club and Private
comfort standards produced by IATA to help the
Owner activity will increase. Activity has
Airport’s architects plan future improvements.
transferred from some other airfields (including SCA) to take advantage of the excellent facilities and the suitability of the site for pilot
6.77
The projections are shown for both the Base Case and Low Case scenarios. Total
training activity. Commercial pilot training also
movements are expected to be 93,547 pa
currently takes place and is expected to
in 2016 and 134,597 pa in 2030 in the Base
increase. There will also be test flying in
Case. It should be noted that Cargo ATMs,
association with MRO activity.
which may be consequent to the establishment 6.75
of a Transhipment Hub, would be additional
RHADS is an emergency landing site for South
to those shown in Table 6.6.
Yorkshire Police and hospital / air ambulance operators and some activity of this nature is included in GBA movements as are a few official / military flights such as the Queen’s Flight.
Terminal Requirements 6.78
Additional terminal capacity will be essential to handle the forecast increase in passenger
Table 6.7: Distribution (B8) Buildings in Yorkshire and the Humber 2005 Source: MDS
Number of Warehouses
Floor Space (000s m2)
England/Wales
201,098
143,528
Yorkshire and the Humber
21,744
16,506
South Yorkshire
4,056
3,038
Doncaster
801
811
Barnsley
612
507
Sheffield
1,979
1,209
664
511
By Local Authority:
Rotherham
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numbers, whilst maintaining comfort and
6.82
The five Type C Hangars at RHADS built in 1936
convenient levels of service. There will also be the
have proved to be robust and adaptable
opportunity in the future to provide piers for more
buildings and currently accommodate a range of
direct access to aircraft. Options for the
uses, including the Aviation Academy,
extension of facilities are considered in Chapter 7.
maintenance activity, storage and cargo usage. They will remain throughout the Master Plan
Land and Building Requirements 6.79
period. In addition, new buildings will be required.
Yorkshire and the Humber already plays a significant role in the logistics sector, as
6.83
On the basis of evidence at other airports,
demonstrated by the distribution of warehouse
approximately 0.3m2 of cargo buildings is
and storage (B8) classified land use. Table 6.7
required per tonne of air freight per annum.
below describes where distribution buildings are
That implies that over 20,000 sq m of space
located nationally and within the region. Yorkshire
would be required up to 2016 and around
and the Humber accounts for 11.5% of all
50,000 sq m of cargo buildings with airside
warehousing space in England and Wales.
access would be required to handle the additional freight anticipated between 2016
6.80
The logistics sector is dominated by integrated
and 2030. The requirement for further
haulage and distribution businesses, often under
maintenance provision for both passenger
contract to major retailers or manufacturers128.
and cargo operations would also need to be
These companies choose locations which will
accommodated.
minimise the overall cost of collecting and distributing the goods they consume, produce
6.84
Such a Cargo development would require in the
and sell. Historically, optimum locations have
order of seven aircraft stands and a further 10
shifted as the industry has adapted to change.
stands to 2030 (based upon benchmarking at other airports which shows a relationship of one
6.81
At a time when Britain was largely self-sufficient in
cargo stand per 10,000 tonnes (Code C/D) or
terms of production and consumption, the
20,000 tonnes (Code E) handled annually).
optimum location for such buildings was typically in the South Midlands (e.g. Northampton) for
6.85
Development would also be phased to extend
National Distribution, supported by retailer owned
beyond the Master Plan end date of 2030 or it
Regional Distribution Centres in locations such as
may be the case anticipated development takes
Warrington or Wakefield. As Britain
a longer period to transpire. Therefore some
has become further integrated into the global
flexibility will be necessary. Land will need to
economy, so optimum locations have shifted
be safeguarded for both a potential cargo
closer to port locations including inland rail
Integrator and a maintenance operator.
distribution centres. The Doncaster International Railport has become so popular that since the
6.86
Potential locations for such development,
end of 2005 three different train operators have
including its safeguarding, are considered
each started new daily services to link it with
in Chapter 7.
Felixstowe and all are now well established. There could be considerable synergy in the future with the development by HelioSlough of a rail linked distribution park planned near to Junction 3 of the M18 at Rossington. 128 See Doncaster Logistics Strategy - Maximising the Economic and Social Benefit of the Logistic Sector Doncaster - MBC 2009
