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M A S T E R P L A N 2 0 3 0
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Accommodating Future Requirements7.1 The forecasts set out in Chapter 6 anticipate
growth of the Airport to reach around 6.6 mppa
and 68,000 tonnes of cargo pa by 2016 and
10.8 mppa and 120,000 tonnes of cargo pa by
2030 in the Base Case. The estimate for cargo
is approximately double this figure in the event
a Transhipment Hub is developed.
Accommodating this level of activity will require
expansion and upgrading of the Airport’s
infrastructure and give rise to further associated
development. This Chapter examines the
options for accommodating this in a manner
which meets the needs most efficiently and
effectively, but also with the least environmental
impact.
7.2 This draft Master Plan considers development
to 2030, but it should not be assumed this as
an end date beyond which no further growth
of activity occurs. Therefore, how the Airport
develops beyond this date, and caters for
economic needs later into the century, will be
a factor in the Airport’s business planning.
Airport Design Objectives7.3 In considering the infrastructure requirements to
facilitate growth, account has been taken of the
Airport’s Vision and Objectives as set out in
Chapter 2. DSAL has devised a set of design
parameters based upon ‘industry’ planning
standards to guide the provision of the
infrastructure needed to overcome existing
constraints and accommodate the forecast
growth of the Airport. These include:
n Passenger Terminal – comfort and
convenience must meet passenger and
airline expectations and support the Airport’s
position as a leading European regional
airport and international gateway into the UK.
n Integrated Passenger Transport Interchange
(PTI) – sustainable travel to and from the
Airport should be encouraged with the
provision of dedicated facilities with direct
access to the passenger Terminal.
n Car Parking – the quantity of car parking
should accord with the Airport Parking
Strategy to support sustainable travel
targets, and to boost public transport share,
and its location should be accessible for all
and convenient to the Terminal. The
proposals indicate further car parking
provision well related to the main circulatory
route, with multi-storey car parking being
considered to meet capacity requirements.
n Internal Circulation – circulation routes and
the local transport network must be able to
accommodate demand for travel, including
public transport, to and from the Airport.
As the Business Parks and car parks grow,
roads will be extended, albeit much of the
infrastructure has already been provided in
advance.
n Aircraft Apron and Stands – to achieve the
efficiency of operation required by Low
Cost airlines, wherever possible, stands
should be accessible from the Terminal
with covered piers, a future requirement to
improve passenger comfort. Remote
stands would be served by shuttle bus
services.
n Runway and Taxiways – the Runway and
associated taxiways must support the
number and type of aircraft required to
facilitate planned growth.
n Airfield Infrastructure and Equipment – the
Airport must be able to accommodate future
operational requirements of growth, for
example, fuel farm expansion and extended
landing lights.
n Cargo Facilities – the Airport’s potential as
a gateway to the UK through the Yorkshire
and the Humber Region will be optimised
with the provision of air freight handling and
distribution facilities to serve current and
emerging markets.
n General and Business Aviation Facilities –
provision of facilities to cater for growing
Assessment of Development Options7.
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market requirements and exploit specific
commercial opportunities in MRO.
n Also considered are options for associated
development, including Hotel, Business Park
and Residential development.
Design Constraints7.4 There are detailed technical and safety
standards within which airports operate, such
as limitations on building positions and heights
and constraints on layout, for operational and
security as well as amenity reasons. The design
of future development has to address these
statutory and regulatory requirements and in
addition the planning policy context set out in
Chapter 4. The Airport is committed to
delivering sustainable development and
achieving high quality enviromental standards in
respect of all its projects.
7.5 Environmental considerations need to be taken
into account in the design process. Plan 4 –
Environmental Context, shows some of the
policy designations which apply to the Airport
surroundings and the location of known
features of interest. These have been taken into
account in the preparation of this Master Plan
and in the assessment of options. A detailed
‘baseline’ assessment of the area around the
Airport has been undertaken including its
nature conservation interest, landscape
character, archaeological and built heritage
value including the Sites and Monuments
Record (SMR), the agricultural value and
current noise and air quality environment.
These are considered in more detail in Chapter
11, and in a separate Sustainability Appraisal
(SA), that has been produced alongside the
Master Plan and which is summarised in
Chapter 13. In appropriate cases and having
regard to the relevant regulations, the likely
effects of any development on these attributes
will be considered as part of a formal
Environmental Impact Assessment (EIA) that
would accompany any future planning
applications for detailed proposals emerging
from this Master Plan.
7.6 The following section outlines the infrastructure
options that have been considered. The
sustainability of the options and their relative
merits have been reviewed as part of the SA.
Chapter 8 explains in more detail the preferred
options which have emerged from this
assessment process.
Development Options
7.7 DSAL has considered alternative ways of
accommodating the main development
requirements; such as the provision of Terminal
accommodation, locations for car parking,
extension of the taxiways, locations for new
general and business aviation facilities, cargo
development and associated employment and
community related uses. Numerous
permutations have been considered and the
following options developed and assessed.
Passenger Terminal and IntegratedPassenger Transport Interchange7.8 Additional terminal capacity will be necessary
to handle the forecast increase in passenger
numbers whilst maintaining comfort and
convenience levels. The existing Terminal
building was designed to accommodate
throughput equating to approximately 2.3
mppa. The floor space comprises also the
integrated PTI and additional retail space
approved and incorporated during the
construction phase, giving a total of about
16,000 sq metres (sq m).
7.9 In the medium and longer term however,
significant further extension will be required. In
terms of International Air Transport Association
(IATA) standards, the existing Terminal is a C - B
grade and these proposals seek to maintain this
standard. It could theoretically accommodate a
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higher passenger throughput at a lower
standard, but passenger comfort would be
adversely affected. There will therefore be a
requirement for additional check-in and
baggage handling facilities, enlarged arrivals and
departures halls and additional airside and
landside lounge facilities, including associated
catering, retail and office uses.
7.10 To maintain the above IATA standards it is
estimated that the Terminal will need to be
extended to provide floor space of around
38,000 sq m by 2016 and 58,000 sq m by
2030 to meet the growth in passenger
numbers. This additional accommodation will
have to be of a similar standard and quality as
the existing building, to reflect the modern
expectations of passengers and airlines,
particularly those serving long haul destinations,
and the prominent role of the Airport as an
international gateway to the Region.
7.11 As part of the Terminal expansion, provision will
also have to be made to improve the facilities
for public transport through the extension of the
existing integrated PTI and links to the adjacent
public transport set down area. An early
initiative was the integration, both physical and
in terms of passenger information, with the
recently opened Quality Bus Corridor (QBC)
along Bawtry Road, which provides a direct bus
priority link between the Airport and the
Transport Interchange in the town centre.
7.12 A description of current accommodation within
the Terminal can be found in Chapter 3. The
building was designed to allow extension at the
northern and southern ends to meet future
requirements (See Figure 7.1). The phasing of
the extensions will be dependent on the
demands upon capacity in the various sections
of the Terminal – whether it be more arrivals
carousels, more outbound baggage area or
lounge space for example. The floor levels in
the building have been arranged to allow for
the separation of inbound and outbound
passengers with appropriately designed
mezzanine corridors and cores.
Expansion Expansion
Existing Terminal
New Piers
Terminal BuildingService Area
Car Park Area
1800 Spaces
4 Level MSCP for 2030
12200 Spaces
Aviation
Academy
Staff Car Park
600 Spaces
Figure 7.1: Expansion of the Terminal
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7.13 To achieve an enhanced level of passenger
comfort, access to each stand would in the
future be by means of piers. Gates positioned
along these would have direct access over the
airside road, to the stands, via apron access
bridges. These would also allow for the
provision of airbridges subject to operator
demand. These link directly to the aircraft
fuselage ensuring passengers remain covered
during embarkation.
7.14 The Terminal was originally positioned to
maximise the length of pier that could be
accommodated, whilst keeping it to within a
length that meets operational requirements. Due
to the fast turnaround times demanded by Low
Cost airlines, it is important to have alternative
taxiway routes to each stand. Because of the
long length of pier achievable at RHADS the
stands and phasing are arranged in a U-shaped
format. This allows at least two aircraft to
manoeuvre independently at all times and
prevents access being blocked by any aircraft
which cannot be moved due to a technical fault.
There is also provision for an additional parallel
taxiway route as the number of stands
increases. This creates additional flexibility in the
manoeuvring of aircraft to and from the stand
positions and ensures safe and efficient
operations are maintained.
7.15 The layout of the existing Terminal was carefully
designed to allow ease of expansion to meet
passenger needs. Check-in areas can extend to
the north and south. The baggage handling
area can be extended to the north and the
reclaim carousel area can be extended to the
south. The lounges can also be extended to
provide the required passenger circulation
areas. The internal layout of the main terminal
also makes due allowance for the future
construction of the piers, with mezzanine level
return corridors to ensure segregation of
inbound and outbound passengers. Extension
of the building can be undertaken in phases
without unduly affecting the operation of the
Airport. Externally, the form of building extension
will very much follow the existing appearance
and continue the rectangular plan form, but will
be adapted as necessary to suit the internal
functional requirements. The main servicing
areas to the south have been positioned to
allow for expansion of the Terminal and a
service area can also be created at the north
end. As the future expansion of the Terminal as
outlined above was considered as an integral
part of the original design no further options
have been considered.
Car Parking and Internal Circulation7.16 Additional short and long stay parking will be
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required as the Airport grows. Currently
provision for passengers and staff which is
being introduced on a phased basis, amounts
to about 4,000 spaces, with the main
passenger car park situated opposite the
Terminal. Employee parking is located to the
north of Heyford House (300 spaces) and
adjacent to operational facilities, such as the
Control Tower and Fire Station. Rental Car
Spaces are located adjacent to the Terminal.
The overall parking provision will continue to be
managed to support sustainable transport
targets in accordance with the Airport Surface
Access Strategy (ASAS) prepared under the
auspices of the Airport Transport Forum (ATF).
7.17 It is estimated that around 9,464 passenger
spaces plus 1,214 for employees will be
needed by 2016 and a further 4,090 passenger
spaces and 492 spaces for employees by 2030
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(see Chapter 9, Table 9.5). The employee
spaces would be distributed across the Airport.
There will also be a car hire parking requirement
of 250 spaces in 2016 and a further 150
spaces in 2030. The options which have been
considered are illustrated on Figure 7.2.
Option Car Park 1 (CP1): Surface parking around
the southern boundaries of existing car park and
Apron
7.18 This option would meet the required needs for
additional surface car parking for passengers
and hire cars, providing a total of around
14,000 spaces within the existing boundary of
the Airport. However, it would take most of the
area proposed to accommodate future
passenger apron and is wasteful of the land
resource of the site.
7.19 The advantages of this option are that surface
car parking would be simpler and cheaper to
construct and maintain than multi-storey
provision. The disadvantages include the relative
remoteness of the car parking from the Terminal
public entrances and associated inconvenience
for passengers with luggage, or the need to
provide shuttle bus services to the Terminal.
Option CP2: Surface parking to the south outside
Airport boundary
7.20 This option, which would also provide for about
14,000 spaces in total, has the disadvantage of
being on greenfield land. It has the operational
disadvantages of being divorced from the
Terminal with an intervening area of woodland.
Pedestrian access to the Terminal from this
remote area would be more complex and time
consuming and it would also be difficult to
segregate the Terminal and Business Park
traffic. This option would therefore be wasteful
of the land resource.
Option CP3: Multi-storey parking within the existing
circulatory route
7.21 This option provides for the phased
construction of a multi-storey car park (MSCP)
Car parking displaces passenger apron area
Option CP2
Option CP1
Option CP4Option CP3
Option CP5
Car Park Area
1800 Spaces4 Level MSCP for 2030
12200 Spaces
Staff Car Park
600 Spaces
Habitat Corridor
Wildlife Tunnel
Finningley
Big Wood
Marr Flats Plantation
Public Open Space
Figure 7.2: Car Parking Options
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of up to 4 levels, comprising 12,200 spaces
for passengers and hire cars, on the existing
car park site to the west of the Terminal
building. By 2016, phased decking could
deliver about 8,000 spaces. The advantages
of this option are that it would reduce the
overall land take required for car parking and
internal roads and provide ease of access to
the Terminal.
7.22 The effect upon other activity both operational
(Apron) and economic (Business Park) is
therefore minimised and large expanses of
impermeable tarmac avoided. It would
however be significantly more expensive to
build than surface parking and would result in a
large structure opposite the entrance to the
Terminal. Phasing of the building work would
need careful consideration, possibly with a
temporary replacement during the construction
phases. To maintain visibility of the Terminal
from the new Airport Access Route (AAR) link
road, the building would probably need to be
restricted to 4 storeys, at an overall height of
approximately 12-15m. The building design
should accord with the published Business
Park Design Framework, which sets the
Terminal design as a quality benchmark. This
option would need to be used in conjunction
with other options, such as Option CP4 to
achieve the required 14,000 spaces.
Option CP4: Surface parking to the south of the
existing circulatory route
7.23 A surface car park for up to 1,800 spaces could
be provided within the existing Airport boundary.
This would be less expensive than a MSCP but
would require a shuttle bus for passenger use. It
could, however, be introduced in earlier phases,
up to 2016, until a critical mass was reached
justifying the expense of constructing a MSCP
and could then be retained to augment the
decked provision described in CP3 above,
giving a total of 14,000 spaces.
Option CP5: Multi-storey parking adjacent to
Heyford House
7.24 The staff parking at Heyford House could be
provided in a two storey MSCP, to increase the
number of spaces from 300 to 600. This is the
most appropriate location for future staff car
parking requirements. The overall employee
parking required for the Airport at 2030 is
1,706 spaces. Of this, 600 spaces are required
in close proximity to the Terminal. The
remainder of the spaces will be distributed
around the Airport, local to the various
operational areas and airport related
businesses.
Option CP6: Off-site car parking
7.25 Assessments have shown that adequate land
exists within the Master Plan area to meet all
the Airport car parking requirements to 2030.
The option of providing remote ‘off-airport’
car parking by other parties is not supported
as it would be contrary to the controlled and
reducing ratio set out for the provision of
spaces in the Parking Strategy, as part of the
ASAS (see Chapter 9). It would undermine
public transport services to the Airport that are
part of a comprehensive package of fiscal
measures in the ASAS.
Internal Circulation
7.26 The road network, as now constructed, can
serve the majority of new development. The
road structure for Phases 1 and 2 of the Airport
Business Park has largely been constructed
and landscaped ahead of development. The
access road and bus turning circle adjacent to
the railway station site have been constructed,
as has the spine road to the Hayfield Business
Park. A roundabout has been placed on the
AAR to serve the future Airport Business Park
Phase 3 and the future Residential
development to its north. Both sites will be
served by new internal road layouts.
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Conclusion
7.27 Chosen Options: CP3 - MSCP for short and
long stay parking (12,200 spaces), together
with Option CP4 – to the south of the
circulation area (1,800 spaces) and Option
CP5 – Heyford House multi-storey for staff
car parking (600 spaces).
Aircraft Apron and Stands7.28 The aprons consist of a number of stands, each
of which can accommodate the parking of an
aircraft. Typically stands are provided for three
main categories of aircraft:-
n Code C – For example Boeing 737 Aircraft,
as operated on short haul routes by the Low
Cost Carriers and small freighter aircraft.
n Code D – For example Boeing 767 Aircraft,
as operated on medium haul routes such as
transatlantic.
n Code E129 - For example Boeing 747
Aircraft as operated on long haul routes.
Smaller stands can also be combined to
accommodate larger aircraft.
7.29 The passenger aircraft stand requirements for
2016 and 2030 have been determined from
projected daily schedules for those design
years. The schedules indicate arriving and
departing aircraft types and numbers from
which a proposed mix of different size stands
has been calculated as indicated below. For
cargo operations, the number of stands
required has been benchmarked against other
airports. Unlike passenger operations, the
standards for cargo are much more variable
and an averaged value of one stand per 10,000
tonnes of cargo for Code C/D and one stand
per 20,000 tonnes for Code E has been
adopted. Smaller Code stands can also be
used in combination to accommodate ad hoc
larger movements. Table 7.1 indicates the
assessed requirements based upon these
criteria.
7.30 Nearly all of the passenger stands can be
served directly from the proposed piers. The
piers are aligned perpendicular to the main
Terminal to optimise the use of space and
provide flexibility in the apron stand
configuration. Apron access bridges will be
provided from the piers across to the stands to
allow passenger access over the airside road
and to achieve the required segregation. The
pods at the ends of the bridges could facilitate
the provision of air bridges, giving direct,
covered access to the aircraft. However, air
bridges would be provided only in response to
demand from operators.
7.31 The apron areas would be lit using high mast
lighting, possibly with some additional building
mounted luminaires. All lighting would be
directional to avoid light spill towards runway
and taxiways.
7.32 For General and Business Aviation (GBA) the
arrangement of stands tends to be more flexible
with larger shared areas into which the aircraft
129 ICAO Code Letters.
Table 7.1: Apron Stand Numbers
Aircraft Stands2016 2030
Passenger
Cargo
Total
Code E
6
3
9
Code D
10
6
16
Code C
19
8
27
Code E
4
4
Code D
5
5
Code C
14
7
21
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are marshalled. Currently provision is made to
the north of Heyford House, the GBA terminal
facility, on existing apron areas. In terms of
future provision, post-2016, a new dedicated
apron area for GBA has been indicated in the
south-east corner of the airfield, with hangars
adjacent.
Runway and Taxiways7.33 As set out in Chapter 6, the ability to serve long
haul destinations from the Airport offers
significant commercial opportunities for airlines
and cargo operators that will secure substantial
economic and social benefits for the Region.
The introduction of new long haul passenger
services would deliver significant potential for
additional inbound tourism. Access to global
cargo markets would open up opportunities for
trade with China and the Middle East, as well as
North America. These factors combine to make
a powerful case for improving the infrastructure
to further support long haul and cargo operations.
7.34 Anticipated works prior to 2016 include new
rapid exit points from the Runway to the
existing taxiway system. These would minimise
turn-around times for the Low Cost carriers.
The positioning of the rapid exit taxiways is
dictated by the minimum landing and braking
distances of the aircraft. There are therefore no
alternative positions to those shown on the
Plans 5 and 6. The existing parallel taxiway to
the west of the Runway is only 18m wide and
would need to be widened to 23m to
accommodate the full range of anticipated
aircraft size.
7.35 Technical studies by DSAL have shown that the
current Runway has sufficient length to meet
most of the above requirements. No runway
extensions are therefore envisaged in the
foreseeable future. However, it is proposed that
the ‘runway ends’ be better connected to the
apron areas by extending the existing parallel
taxiway, offering greater operational flexibility
whilst maintaining runway capacity post 2016.
In the event of the development of the GBA
scheme to the south east of the Runway, a
length of the eastern taxiway adjacent to the
scheme would be reactivated.
7.36 There remains an ability to build 150m long
starter strips at each end of the Runway, to
achieve a take-off length of 3043m (just short
of 10,000 ft). Such a length has historically been
taken as a benchmark in airport developments.
Such starter strips would only be required if
specifically requested by an operator and as
no current requirement is apparent, this has
not been considered further.
Airfield Infrastructure and EquipmentControl Tower
7.37 The original RAF Control Tower was upgraded
as part of the redevelopment prior to opening
for commercial operations in 2005. The existing
facility is situated to the north-east of the
Runway. The viewing height from the tower is
approximately 10m above ground level.
Although its position is acceptable its height is
restricted by the safeguarding surfaces due
to its relatively close proximity to the Runway.
The existing Visual Control Room (VCR) is
sized appropriately for the traffic volumes
anticipated in the near future. However, as
passenger numbers grow additional Air Traffic
Control staff will be required to manage
operations and a larger VCR and support
facilities may be needed. To some extent, this
will depend on technological advances and
the ability to manage service provision from
other facilities within the Peel Airports Group.
The ability to accommodate a new Control
Tower is therefore planned to meet the
requirements to 2030. Possible locations are
shown on Figure 7.3.
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Option CT1: Within the proposed southern
extension of the Terminal
7.38 This is a very cost effective option, as it
utilises the Terminal as part of its structure.
It also allows the VCR to be positioned as high
as possible – up to the inner horizontal surface,
which is 45m above the lowest runway
threshold level. It is central on the Runway,
affording good views of the two thresholds,
which is a key requirement. A disadvantage
is the difficulty of providing the necessary
access and security via the Terminal building,
without unduly constraining the internal layout.
There is also the need for adequate fire
separation so that the VCR can remain
operational during any evacuation of the
Terminal. In addition, views of the Apron will be
restricted due to the control desk position
within the Tower, although a separate apron
control would probably be provided.
Option CT2: To the south of the proposed Terminal
expansion, within the Airside Village / service area
7.39 This has the advantages of CT1 but maintains
better separation of the facility from the Terminal
and allows easier, secure access. Disadvantages
are the limited views of the Apron due to the
close proximity of the VCR and its remoteness
from some of the Airport operational facilities. It
would also sit within a key expansion area and
could become a constraint to future Terminal
development proposals.
Option CT3: To the south of the existing facility, on
the eastern boundary of the airfield
7.40 This location is much more independent of the
Terminal development and sits within a
previously established secure zone. The height
of the VCR would be restricted by the
safeguarding surfaces but a viewing height of
20m would be achievable, which is considered
adequate and also cost effective. The location
would be more central than the existing facility
and afford clear views of the runway threshold
positions and the aprons. It would allow for
airside access when required but can also
operate as a landside facility, which makes it the
most convenient choice.
Conclusion
7.41 Chosen Option: CT3 - To the south of the
existing facility, on the eastern boundary of
the airfield.
Rescue & Fire Fighting Services (RFFS) Facility
7.42 Aerodromes are categorised for RFFS
requirements based upon the size (length) of
aircraft in operation from 1 to 10. As the
categories increase, so do staffing levels and
numbers of foam producing vehicles required.
A new Fire Station meeting the requirements
for Category 8/9 operations was constructed as
part of the Airport re-development with space
CT2 CT1
CT3
Terminal Building
Staff Car Park600 Spaces
Car Park Area1800 Spaces
4 Level MSCP for 203012200 Spaces
Runway Viewing Area
Fire Station
Existing Control Tower
Radar
Figure 7.3: Control Tower Options
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for further expansion to accommodate up to
Category 10 operations as and when required.
This facility is therefore future proofed and no
further options need to be considered.
Engine Testing Area
7.43 Engine testing currently takes place in a
dedicated Area to the south of the Terminal
adjacent to the main parallel taxiway. This is
designed to accommodate up to Code D
aircraft and there is space available to extend it
to accommodate up to Code E aircraft. This is
already the optimum location, being remote
from the Terminal and from residential areas, but
with good access to the taxiways. This facility is
therefore future proofed and no further options
need to be considered.
Fire Training Area
7.44 A new Fire Training Rig was installed as part of
the Airport development to comply with the Civil
Aviation Authority (CAA) requirements for the
RFFS to have a training facility representative of
size of the main aircraft types anticipated to use
the Airport (Category 7/8). The Training Rig is
capable of being extended by the addition of a
larger fuselage section to the north of the
existing, to meet the future requirements for
handling larger types of aircraft. This facility is
therefore future proofed and no further options
need to be considered.
Radar Installation
7.45 A new radar has recently been installed on the
east side of the airfield between the Control
Tower and RFFS. This would be unaffected by
the Master Plan proposals and can therefore
remain where it is.
Fuel Farm
7.46 The existing Fuel Farm, located, in the north-
west corner of the airfield, is capable of being
extended to cater for the fuel needs arising from
the proposed growth of the Airport, and,
consequently, there is no requirement to
develop any further facilities elsewhere on the
airfield. The existing Fuel Farm has capacity to
serve operations up to 2.3 mppa, with space in
the existing compound to expand up to 6.6
mppa. Beyond this it would need to be
extended westwards onto the adjacent area,
beyond the current airfield boundary. At that
stage it may also be necessary to introduce a
second supplier, so that a degree of
competition is created. This would require a
greater increase in space requirements. There is
undeveloped land in this location used for horse
grazing, which, given its vicinity to the Fuel
Farm, is inappropriate for non-airport
development. Given the future potential need for
extending the Fuel Farm, it is proposed that this
area be reserved as "Safeguarded Land for
Airport Infrastructure Development" (see Figure
7.4). It would be appropriate to screen such a
use with additional strategic landscaping in
terms of woodland planting extending from an
existing area of woodland adjacent to the
railway southwards along its western boundary
to Hayfield Lane.
Instrument Landing System
7.47 A Cat III Instrument Landing System (ILS)
operates on Runway 20, together with a Cat I
system on Runway 02. This facilitates landing
of aircraft in reduced visibility conditions and is
sufficient to deal with the future proposed
Airport expansion plans. Category III is the
highest category, allowing instrumented
landings in the lowest allowable visibility. Cat I is
the lowest category of instrumented landing.
Approach Lighting System
7.48 A 5 bar landing lighting system (i.e. 5 cross
bars) was installed on the approach to Runway
20 to meet precision approach standards as
part of the re-development works, together
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with a 2 bar approach on Runway 02. It is
unlikely there would be a requirement for a Cat
II or III ILS on Runway 02 in the short term, as
low visibility conditions generally coincide with
low wind conditions which means either
approach can be used. A 3 bar landing lighting
system can be accommodated within the
existing land ownership.
7.49 However, in the medium to long term, to
operate at full and unrestricted capacity, it will
be desirable to increase to a full 5 bar landing
lighting system so that Runway 02 can be
operated in a wider range of conditions. Space
has therefore been indicated for this as
"Safeguarded Land for Airport Infrastructure
Development" on the 2016 Master Plan (see
Figure 7.5).
Figure 7.4: Safeguarded Land for Airport Infrastructure Development
Figure 7.5: Landing Lights Area
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Aeronautical Ground Lighting System
7.50 A Cat III compatible aeronautical ground lighting
system is installed on Runway 20 and a Cat I
compatible system on Runway 02. Other than
small upgrades and extensions to the taxiway
and apron areas this system is sufficient to deal
with all the future proposed Airport expansion
plans.
Waste Water Treatment Works
7.51 A Waste Water Treatment Works (WWTW) was
constructed as part of the re-development of the
airfield. In addition to the foul sewage from the
Terminal and other buildings it is designed to
treat contaminated runoff from the airfield
pavements following de-icing operations. Two
polluted water lagoons were constructed to
balance the contaminated runoff flows. These
are designed to provide capacity to at least
2016. Beyond that date it is anticipated that the
foul flows being treated at the WWTW will have
increased significantly, such that the rate at
which the polluted run-off can be treated will
increase, thus allowing the existing lagoons to
balance the flows from the extended aprons and
taxiways up to 2030. There is an existing clean
water balancing lagoon to the north-west of the
treatment works. This, together with designed
inline pipe storage has capacity up
to 2016, but would need to be extended to
accommodate flows up to 2030 (see Figure 7.4).
The land to the east described above
(para 7.46) as "Safeguarded Land for Airport
Infrastructure Development" should be protected
from other development for this purpose also.
Site Infrastructure – Statutory Undertakers
7.52 In order for the Airport to be developed in line
with the Master Plan, it is essential that
adequate services infrastructure can be made
available. Proposals have been developed in
conjunction with the various statutory
undertakers and will be agreed in more detail as
the various development schemes are realised.
7.53 Power - The Airport and associated
commercial sites are served by Yorkshire
Electricity Distribution Limited (YEDL) via a
single 11kV supply of up to 18MVA capacity
from their West Moor Park Primary substation.
On site distribution is via a private 11kV
network of dedicated ring mains. Secondary
power supplies for the Airport are met by the
provision of local standby generators. Power
supplies for residential areas will be served
directly from the local YEDL network.
Reinforcement of this network may be required
at some stage.
7.54 Communications - The Airport and associated
commercial sites are provided with telephone
and communications service via a private Peel
Tele-Communications network originating at a
private break point switch board close to the
site boundary. This switchboard is served by
BT Open Reach incoming trunk cables. BT
Wholesale will continue to monitor the demand
and may at some time prior to 2030 provide
further reinforced trunk services to the site.
Domestic dwellings will be served via BT or
other services directly from the statutory
undertakers’ distribution network as required.
7.55 Gas - The Airport and associated commercial
sites are serviced by the existing Transco
medium pressure gas main. Residential areas
will require individual Transco low pressure
supplies to each dwelling.
7.56 Water - The Airport and associated commercial
sites are served via a network taking its supply
from the Yorkshire Water mains. Residential
areas will be served via the Yorkshire Water
mains as required.
7.57 Foul Drainage - The airside WWTW described
above has the capacity to deal with all Airport
and commercial flows from the Master Plan
layout. Some of the existing housing areas are
M A S T E R P L A N 2 0 3 0
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treated at the Anglian Water works and this
arrangement will continue, including some
extensions to these areas. Sever Trent Water
have a treatment works at Branton which could
serve the housing development
7.58 Surface Water Drainage – Airside surface
water is collected and treated by the existing
lagoon system as described above. Most of
the landside areas, including the Terminal and
car parks, are drained via soakaways and
sustainable drainage solutions are adopted
generally throughout the landside areas.
Runway Viewing Area
7.59 An airport will always attract members of the
general public wishing to watch aircraft
movements. Currently there is no demarcated
area set aside to contain a viewing
facility/platform and associated car parking.
An area has therefore been allocated for future
provision to the east of the Runway, close to
the Airport boundary, which is central along the
length of the Runway and which affords good
views of the airport operations. Access to the
area, which is already used for viewing on an
informal basis, would be via Finningley Village
and Bawtry Old Road. The road is a dead end
and traffic flows for such a use would be likely
to be low. This is the only available centralised
area within close proximity to the Runway and
therefore further options are limited. However,
this could be considered in association with the
Display Area (see below).
Aircraft Display Area
7.60 There have been enquiries regarding locating
a museum facility for historic aircraft at RHADS.
Such a facility could be located within an
existing hangar, if available, on a temporary
basis, but in the longer term, may be better
located in a separate compound with covered
hangarage. There is an area of the airfield north
east of the Runway adjacent to Finningley
Village, which could accommodate such a use
and which could be considered as an area of
search (see Figure 7.6). Given such
requirements are likely to be unique in nature,
it is not possible to assess further at this stage.
This could be combined with a Viewing Area
provided for that use (see above). An area is
also shown on Figure 7.6 which would be
appropriate for the extension to the Airmen’s
Cemetery at Holy Trinity and St Oswald
Church.
Figure 7.6: Aircraft Display Area
M A S T E R P L A N 2 0 3 0
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Office and Commercial Accommodation
7.61 DSAL’s offices and those of airlines and other
businesses based at the Airport are
accommodated in Heyford House, to the north
of the Terminal and in single storey modular
buildings to the south – known as the ‘Airside
Village’. Heyford House, which also
accommodates a GBA terminal facility. There is
sufficient unallocated space within this building
to allow for medium term needs. The Airside
Village was positioned to allow expansion of the
Terminal and can be extended to the south to
meet future needs including for further covered
storage for equipment and stores used by the
Airfield Engineering Department. No further
options therefore need to be considered.
Cargo Handling Facilities7.62 As set out in Chapter 6, this Master Plan seeks
to realise cargo handling and distribution
business opportunities and the economic and
social benefits such development can bring to
the Region. Whilst cargo has not to date seen
large throughputs, this Master Plan envisages
its importance growing significantly in the longer
term. DSAL has commissioned detailed market
research and forecasts of potential demand for
cargo facilities based on providing a long haul
capability at the Airport to penetrate established
markets in North America and emerging markets
in South East Asia and the Middle East.
7.63 This research indicates steady incremental
growth of current cargo activities in the short
and medium term and more rapid growth in the
longer term if a Transhipment Hub serving an
Integrator was secured. Accordingly, the
following options have been considered
(see Figure 7.7).
Option C1: Within existing boundary north of the
Terminal
7.64 This option involves accommodating cargo
development by the expansion of existing
facilities within the Airport operational boundary.
Existing cargo facilities are located to the north
of the Terminal, using existing aprons and
Hangar 1, in which the Cargo Handling Centre
is located. This area has capacity to serve the
forecast 68,000 tonnes of cargo pa in the short
and medium term; i.e. up to 2016. Uplift
beyond this could not be increased without new
hangar development. There is space for
associated cargo handling agents within new
industrial and distribution space built within
Phase 1 of the Airport Business Park. The
Priority Sites development is adjacent. Similarly
the POL Store could be used or a new Hangar
0 or equivalent cargo transit shed built. Access
to the apron areas is available via ACP2.
Beyond 120,000 tonnes pa it would
compromise the operation of the passenger
aircraft stands and it could eventually constrain
expansion of the Terminal.
Option C2: Outside existing operational boundary
to the south-east of the Airport
7.65 This area of land is owned by DSAL but is not
currently designated as an operational area.
Access is available off the A614 and there is very
little residential property in the area so
disturbance would be limited. Also, by upgrading
the old eastern taxiway it could be connected
directly to the main taxiways and Runway.
However, it is more remote from the main site
internal circulation roads and is therefore not
particularly well suited to major cargo operations
and the HGV traffic associated with it.
Option C3: Outside existing boundary to the south-
west of the Airport
7.66 This area has the capacity to serve the high
forecast volume of 240,000 tonnes pa. It
provides good access to the main western
taxiway whilst being remote from the passenger
aprons. It also allows landside access via the
main AAR. It is therefore an ideal location for a
major cargo development. The land is currently
M A S T E R P L A N 2 0 3 0
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outside DSAL’s ownership, but if identified for
Airport expansion, could be purchased by
DSAL. It would need to be reserved as
"Safeguarded Land for Airport Related
Development" for this use to be protected and
to prevent it being lost to inappropriate
development (see Chapter 12).
7.67 Aircraft can access this area from the existing
parallel taxiway, to the west of the Runway.
A new apron with up to 9 stands could be
provided, with a separate taxi lane. The use
of the apron areas would need to comply with
airfield procedures to allow for safe aircraft
operations and the scheme could therefore
not be developed separately or independently.
A substantial warehouse, up to 40,000 sq m,
could be accommodated on the site, together
with smaller units. It would allow for the
provision of a major Transhipment Hub facility.
Vehicular access to the site would be from the
main AAR via the Business Park internal
circulatory road system. The layout has been
designed to fit around the existing woodland
areas and these would be extended to enhance
the overall appearance of the development and
screen the large buildings from sensitive view
points (Chapter 11). The possibility should be
explored of ‘wrapping’ landscaping around the
southern extent of the Transhipment Hub.
Drainage from the apron areas would need to
outfall into the existing system to ensure that
ground water resources were protected and to
fall within the Airport's comprehensive airfield
drainage arrangements and WWTW.
Conclusion
7.68 Chosen Option up to 2016: C1 - To
accommodate activity with the provision of
new hangar development, as required.
Chosen Option up to 2030: C3 - Outside
existing operational boundary to south-
west of the airfield in the case of the
requirement and commercial need for a
Transhipment Hub.
General and Business Aviation Facilities7.69 There are currently only limited facilities for GBA
at the Airport. However, this activity is seen as
an important part of the aviation services market
and is expected to continue to grow significantly
Good Access
C1
C3
C2Finningley
Finningley
Big Wood
Habitat Corridor
Wildlife Tunnel
Hurst Wood
Marr Flats Plantation
Public Open Space
Terminal Building
Aviation Academy
Fire Training Unit Engine Testing Bay
Staff Car Park
Runway Viewing Area
Fire Station
Fuel Farm
Car Park Area
1800 Spaces
4 Level MSCP for 2030
12200 SpacesStaff Car Park
600 Spaces
Staff Car Park
Existing Control Tower
Radar
Maintenance Hanger
Figure 7.7: Cargo Handling Facility Options
M A S T E R P L A N 2 0 3 0
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by 2016. A dedicated GBA terminal facility
could be developed and expanded within
Heyford House. This location allows the existing
aprons to be utilised. However, as the Airport
grows to 2030, the main passenger apron areas
would expand across these areas.
7.70 Options for relocation of the GBA facilities have
therefore been considered and are indicated in
Figure 7.8. It is currently envisaged that
expansion would be contained within the
existing areas up to 2016. However, depending
on demand it may be necessary to relocate or
extend the facilities into other areas, as
described below, prior to 2016. There may also
be the opportunity of a major inward investment
by a major MRO organisation and therefore this
scenario is also considered.
Option BGA1: Continued conversion of Heyford
House and use of existing apron areas
7.71 This option involves the continued use of one of
the old cross runways as an apron area. As the
main aprons expand further, areas of existing
apron become available and are of a size and
shape which is difficult to adapt for use by large
aircraft. GBA can therefore be used to fill these
areas. Existing hangars could also be used to
avoid the need for new storage facilities. This
location is also convenient to the Aviation
Academy, which includes GBA accommodation
and will be carrying out MRO as a part of its
training activities.
7.72 In addition, new hangars could be provided to
the east of Hangar 1 (Hangar 0) or north of
Heyford House (Hangar 6) as indicated on Figure
7.8 to accommodate GBA operations. These
locations have good access to the main vehicle
circulation routes and can directly access existing
apron areas. Eventually, however, the main
passenger apron will make these areas quite
fragmented and GBA could outgrow the area.
Option BGA2: Relocation to the east side
7.73 One option is to relocate the GBA facility on
the east side, between the ATC tower and the
Rescue and Fire Fighting Service (RFFS) base
facility. This would require the reinstatement
and upgrading of the eastern taxiway, which is
BGA2BGA3
Finningley
Finningley
Big Wood
Habitat Corridor
Wildlife Tunnel
Hurst Wood
Marr Flats Plantation
Public Open Space
Terminal Building
Aviation Academy
Fire Training Unit Engine Testing Bay
Staff Car Park
Runway Viewing Area
Fire Station
Fuel Farm
Car Park Area
1800 Spaces
4 Level MSCP for 2030
12200 SpacesStaff Car Park
600 Spaces
Staff Car Park
BGA1 extends
across passenger
and cargo apronsMaintenance Hanger
Figure 7.8: General and Business Aviation Facility Options
M A S T E R P L A N 2 0 3 0
118
currently used as a perimeter access track,
and the creation of new apron areas. This
option would require the building of new
hangars and offices and result in the need to
relocate the recently installed radar, for which
there is not really a suitable alternative. The
location would also be close to residential
areas of Finningley, which may lead to
disturbance. It is therefore not a preferred
solution.
Option BGA3: Relocation to the south-east corner
7.74 Another readily available area is in the south-
east corner of the airfield. This would allow
new hangars and offices to be constructed. A
more integrated facility could be provided
allowing for all GBA requirements. The eastern
parallel taxiway would need to be partly
reinstated to accommodate the proposed
aircraft use and a new link provided across to
the runway. The aeronautical ground lighting
would also need to be extended.
7.75 Aircraft MRO are currently accommodated
mainly in Hangar 2 and these operations could
be expanded into the south-east corner of the
airfield in association with the GBA scheme.
Conclusion
7.76 Chosen Option up to 2016: BGA1 - Within
the existing Heyford House and utilising
existing apron areas and adjacent hangar
locations (Hangar 0 and /or Hangar 6).
Chosen Option up to 2030: BGA3 -
Substantial relocation to the south-east
corner of the airfield to a new dedicated
facility.
Hotel Development7.77 Growth of the Airport will result in increased
demand for hotel accommodation (including
from passengers, air crew, and related
businesses). The new Ramada Encore will meet
the short term need, but further facilities will be
required. This Master Plan seeks to make
provision for a range of hotel accommodation
within easy reach of the Terminal. There may
also be demand for a public house, the
characteristics of which would be essentially the
H5
H4 H1
H2
H3
Car Park Area
1800 Spaces
4 Level MSCP for 2030
12200 Spaces
Staff Car Park
600 Spaces
Habitat Corridor
Wildlife Tunnel
Terminal Building
Figure 7.9: Hotel Development Options
M A S T E R P L A N 2 0 3 0
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same and is therefore not considered separately.
Locations, which provide a range of choice are
shown on Figure 7.9. Consideration is also
given to the potential for a “resort hotel”, which
would serve in particular to reinforce the
tourism potential of the Airport. This might be
aligned to the Robin Hood or Pilgrim Fathers’
themes.
H1: Opposite the Terminal
7.78 This site is well located for access to the
Terminal. However, it is more difficult to achieve
the required services access, and it could be in
conflict with the car parking proposals. A new
hotel has been combined with an MSCP at
LJLA. However, in this instance, the height of
the hotel would be limited due to the wish to
allow views through to the Terminal building.
H2: To the east of the existing Ramada Encore
Hotel
7.79 This location is quite close to the Terminal,
but in an area which is well related to potential
expansion of the storage and distribution
activities associated with Hangars 4 and 5.
Pedestrian access to the Terminal, however,
would be good.
H3: To the west of the existing car park
7.80 There are several possible locations within the
area allocated for the Airport Business Park.
They provide reasonably close access to the
Terminal. However, pedestrian access would
need to be across the main internal circulation
route.
H4: To the south of the existing car park
7.81 This site provides good pedestrian access to
the Terminal. However, it requires vehicle
access via the main circulation route in front of
the Terminal. It also takes up space allocated
for car park expansion.
H5: As part of a golf course development to the
west of the Airport
7.82 This is a more remote site for a resort type
hotel, possibly linked to a golf course. A four
star hotel is a possibility located at the corner of
Hurst Lane and Great North Road, adjacent to
Warren House Farm. This would be a different
type of facility to the hotel located close to the
Terminal building and would provide high quality
conference and leisure facilities. There is the
potential on adjacent land to accommodate a
hotel golf course as an additional facility.
Conclusion
7.83 Chosen Option: H2 or H3 - together with
Option H5 (Warren House Farm). These
two hotels will provide a range of facilities
with the hotel at H2 or H3 providing for
lower cost overnight accommodation/
public house and the hotel at H5 providing
a high quality conference, leisure and golf
destination.
Business Parks Development7.84 Existing Business Parks are being developed
north of Hayfield Lane (Hayfield Business Park)
and north west of the hangars (Phase 1 of the
Airport Business Park). The area to the west of
the main car park is currently being developed
as Phase 2 of the Airport Business Park.
Options for the siting of Phase 3 of the Airport
Business Park have been considered as
follows. Locations are indicated on Figure 7.10.
TP1: To the north of the AAR
7.85 This location would have good access via the
new roundabout on the AAR, but some uses
may not be appropriate immediately adjacent to
the residential areas at Hayfield Green, although
a buffer of public open space could be
provided between the Business Park and
Hayfield Green. It would prevent any linkage of
residential areas to the south of Hayfield Green
M A S T E R P L A N 2 0 3 0
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TP2: To the south of the AAR
7.86 This location provides good access via the new
roundabout on the AAR, and ties in with the
Business Park area to the east. It is well
screened by Hurst Wood to the south and
allows easy access from the proposed new
residential areas.
7.87 The site could provide for about 36,000 sq m
of Business Park related development with plot
sizes accommodating individual developers
requirements. The frontage to the AAR and the
boundary to Poplars Farm to the west would be
extensively landscaped. A range of unit sizes
for B1, B2 and B8 uses could be provided
which would be well screened by the
established woodland of Hurst Wood
adjacent.
Conclusion
7.88 Chosen Option: TP2 - to the south of the
AAR.
Residential Development7.89 The development and expansion of an Airport
has a significant impact on both local
employment opportunities and the demand for
housing. It is important that as the Airport
develops sufficient housing is available locally to
contribute towards meeting this demand. The
Master Plan therefore considers options for new
housing developments as indicated on Figure
7.11 and described below.
R1: To the north of the AAR, South of Hayfield
Green.
7.90 Housing in this area will become part of the
Hayfield Green community, linked by the
existing footpath network to Hayfield Lane.
Public open space is available close by in Marr
Flats Plantation (which Peel has provided
informal access to and through) and there are
shops, schools (both primary and secondary), a
church, playing fields and the planned
community facility in Hayfield Green/Auckley.
7.91 This option provides a site which would be
closely related to existing areas of housing with
the potential for convenient pedestrian links to
nearby facilities as well as access to the Airport
Phase Two Business Park
TP1TP2
Finningley
Big Wood
Habitat Corridor
Wildlife Tunnel
Hurst Wood
Marr Flats Plantation
Public Open Space
Airport Access Route
Hurst Lane
Car Park Area
1800 Spaces
4 Level MSCP for 2030
12200 Spaces
Phase One Business Park
Figure 7.10: Business Park Development Options
M A S T E R P L A N 2 0 3 0
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for its employees. Existing planting separates
the site from the AAR. Good public transport
provision with dedicated bus stops is available
on the AAR.
R2: To the south of the AAR, north of Hurst Wood.
7.92 This site would be separated from Hayfield
Green/Auckley, by the AAR and therefore be
more distant from the community and facilities
provided there, and would therefore be more
isolated. It would however provide good access
to the Airport for its employees. The layout
would be restricted in this area given the shape
of the plot, and a substantial screen/buffer
would need to be provided along the boundary
with the AAR.
Conclusion
7.93 Chosen Option: R1 - to the north of the
AAR, south of Hayfield Green.
Other Proposals7.94 This Chapter has primarily considered those
proposals where there is a choice as to location
or scale of development. There are a variety of
topics comprising External Circulation links
(including FARRRS and the railway station),
Green Infrastructure (including open space and
footpath/cycle path links) and also other
associated development, such as Community
Provision. The location and form of
development in these instances will be brought
forward in partnership with others. Further
details of these elements are provided in
Chapters 8 to 11.
R1R2
Finningley
Big Wood
Habitat Corridor
Wildlife Tunnel
Hurst Wood
Marr Flats Plantation
Public Open Space
Airport Access Route
Hurst Lane
Figure 7.11: Residential Development Options
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123
The Proposals8.1 This Chapter describes the additional
infrastructure, facilities and land allocations
necessary to support the planned growth of
RHADS, as identified in the preceding Chapter.
This represents the preferred option which most
closely fulfils the Airport’s Vision and Objectives
and which forms the basis for public and
stakeholder consultation.
8.2 In order to comply with the DfT’s ‘Guidance on
the Preparation of Airport Master Plans’, the
requirements are presented in two time frames:
2007-2016 and 2017-2030. However, growth
will continue to occur incrementally throughout
that time. Planning applications will be made in
due course for phases of development and the
implementation of approved works will reflect
operational and safety requirements, airline
needs and market demand.
8.3 The following plans describe the proposals:
Plan 5 – ‘2016 Master Plan’ illustrates proposals
scheduled to occur within the first time frame to
2016; whilst Plan 6 – ‘2030 Master Plan’
illustrates subsequent developments. Plan 7
describes the overall proposals in respect of
their ‘Land Use’ implications. Plan 8 –
‘Landscape Framework’ sets the proposals
within the natural environment of the site and
provides for associated Green Infrastructure,
including open space and strategic footpaths
and cycle paths.
8.4 The Master Plan considers the development of
the Airport in the context of the wider
community of Auckley/Hayfield Green. This
Chapter is structured to summarise the
proposals in respect of Airfield Development,
Mixed Use Community Developments
(comprising Business Parks Development and
Residential Development), Leisure Development
and Green Infrastructure. It also considers
Safeguarded Land for Airport Related and
Airport Infrastructure Development. These
various areas are demarcated on Plans 5 and 6.
The Chapter also considers the relationship to
the delivery timescales of the strategic transport
infrastructure of External Connections, including
the Finningley and Rossington Regeneration
Route Scheme (FARRRS), the new railway
station to be built on the Doncaster-Lincoln rail
line and the Bawtry Road QBC.
Airfield Development to 2016 8.5 The following key developments shown on the
2016 Master Plan drawing (Plan 5) are identified
for development by 2016.
A Passenger Terminal and Integrated
Passenger Transport Interchange
n The expansion of the existing Terminal
building to bring the gross total Terminal floor
space to around 38,000 sq.m. This would
provide capacity to accommodate passenger
throughput up to 6.6 mppa, and include:
baggage handling facilities, check in facilities,
passenger lounges, office space, retail and
catering areas, link corridors and plant. This
expansion would comprise phased
extensions at each end of the Terminal
building to IATA Standard C-B. Pier access
to apron stands will be provided.
All new development would be accessible
to the disabled and compliant with the
requirements of the Disability Discrimination
Act 1995.
n An extended Passenger Transport
Interchange (PTI) to accommodate improved
bus and coach services alongside rental car
pick up, taxi services and set down areas.
This would comprise additional bus stops
with associated facilities within the Terminal
building, including enhanced visitor and
public transport information. It will be
integrated with the Bawtry Road QBC.
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124
B Car Parking and Internal Circulation
n Enhanced passenger car parking provision
through expansion of the existing car park to
the west of the Terminal building, including
additional surface parking of about 1,800
spaces and the erection of multi-storey
parking to provide a total of around 8,000
spaces including provision for hire cars.
n Dual storey car parking for staff of 600
spaces to the north of Heyford House and
other staff parking areas serving operational
developments nearby.
n The internal circulation roads would be
extended incrementally in phase with
adjacent development but most have been
provided in advance.
C Aircraft Apron and Stands
n Extension of the existing Apron eastwards to
provide additional stands with a new apron
area constructed to the north to encompass
some of the older apron areas to create an
overall provision of 23 stands of a mix of
Codes C to E. A reorientation of stands
north-south will enable the introduction of
piers from the Terminal with apron access
bridges and potentially air bridges to
enhance passenger comfort in inclement
weather.
n Cargo stands can be provided on the
existing apron areas fronting Hangars 1 to 3.
n Mast lighting for the new aprons will need to
be provided in a manner which limits light
spill.
D Runway and Taxiways
n Upgrading works to the taxiways, particularly
the western parallel taxiway to ensure that
forecast traffic loadings and aircraft sizes can
be accommodated. This will include
widening overall to 23 metres.
n Provision of ‘rapid turn offs’ linking to the
western taxiway to enhance the capacity of
the Runway in times of peak usage.
E Airfield Infrastructure and Equipment
n Upgrades to the aeronautical ground lighting
system, as needed.
n Extension to the southern landing lighting
system to a 3 or 5 bar approach. The
necessary land is to be “Safeguarded for
Airport Infrastructure Development”.
n Airport offices, control authority offices and
storage development for a variety of operator
requirements.
n Layout of a Runway Viewing Area on the
Airport's eastern boundary accessed via
Bawtry Old Road.
n Potential for an Aircraft Display Area,
possibly combined with a small museum
facility.
n Facilities for the Airfield Engineering
Department at the Airside Village to
accommodate steps, ground power units,
tugs, snow equipment, airfield vehicles,
aircraft washing equipment and stores.
F Cargo Handling Facilities
n An expanded cargo facility to handle
forecast growth of cargo to around 68,000
tonnes pa. This is to provide dedicated
facilities for cargo handling and distribution
operations, and to accommodate the
expansion needs of existing cargo
companies, together with new businesses
attracted to RHADS. This can be
accommodated within the existing area of
the Cargo Handling Centre, which presently
uses Hangar 1, but could utilise some of the
new industrial and distribution buildings
within Phase 1 of the Airport Business Park
or a new Hangar 0 or equivalent transit shed
facility. Access to the aprons is via ACP2.
G General and Business Aviation Facilities
n A dedicated business aviation terminal facility
within Heyford House.
n Expansion of the GBA facilities based around
the adjacent apron area, including potential
M A S T E R P L A N 2 0 3 0
125
use of an additional hangar (Hangar 0) for
aircraft storage or MRO facilities.
Airspace Considerations8.6 DSAL maintains the highest possible safety
standards concerning ATC and airspace for
RHADS in accordance with CAA requirements.
It has responsibilities for safeguarding the
airspace in the vicinity of RHADS. Local planning
authorities will refer planning applications in the
vicinity of DSAL who will comment on these
planning submissions accordingly.
8.7 The Air Transport White Paper recognises the
need to provide airspace capacity to support
airport expansion and states: “If the additional
airport capacity which would result from the
proposals in this White Paper is to be effectively
utilised, it must be matched by a corresponding
increase in airspace capacity…This must be
done without compromising the existing
standards of safety, and must also take account
of any environmental impacts.”130
8.8 Whilst airspace planning and regulation is
formally the CAA’s responsibility, any potential
local airspace issues and impacts will be
considered by DSAL in bringing forward the
proposals in this Master Plan.
8.9 The UK has a complex airspace structure to
support an extensive network of arrival and
departure routes, with the interaction of various
airports having an impact on capacity in the
surrounding airspace. Manchester Airport is
located approximately 90 km (55 miles) west
of RHADS; East Midlands Airport is located
approximately 80 km (50 miles) south of
RHADS and Humberside International, 45 km
(28 miles) east of RHADS. All activity at RHADS
has to be safely integrated with traffic for these
airports to avoid conflicts in demand for access
to airspace.
8.10 Controlled Airpspace131 in the vicinity of RHADS
was introduced on 28 August 2008. The new
procedures will enhance flight safety for all
users. The CAA’s process for approving
changes to airspace and routes is set out in
CAA Publication CAP 725 ‘Airspace Change
Process Guidance’, which includes a public
consultation stage. CAP 725 (as proposed to
be amended) has been followed in respect of
the airspace change related to RHADS. The
changes have been subject to an Environmental
Impact Assessment and the effects found to be
neutral. Extensive discussions have taken place
during a widespread consultation process and
the CAA determined that Controlled Airspace
be awarded. The growth of the Airport underlies
the justification for the introduction of this
Airspace. All indicators point to continued
growth and expansion of air operations at
RHADS and the Controlled Airspace will enable
these air operations to take place in a more
regulated environment whilst at the same time
accommodating the activities of all other
airspace users wherever possible.
8.11 The development identified in this Master Plan
to 2016 would be phased in accordance
with need and planned growth. Large
infrastructure projects have long lead in times.
They are required to go through extensive
planning processes and require regulatory
approval. Land may have to be acquired to
allow them to proceed (see Chapter 12).
Preparing construction detail and tendering will
need to be programmed.
8.12 The Airport will continue to work closely with
DMBC on wider accessibility issues, including
M A S T E R P L A N 2 0 3 0
130 "The Future of Air Transport", Department for Transport (2003),
para 12.25.
131 Within Controlled Airspace, aircraft are under the direction of ATC,
who ensure they are allocated positions appropriate to their
speed, heading and altitude. It is established around major
airports with concentrations of air traffic movements.
126
M A S T E R P L A N 2 0 3 0
External Circulation and the promotion of the
‘FARRRS’ link with the M18 during this period.
Airport Development 2016 to 2030 8.13 Further development will be required to
accommodate the anticipated growth and this
is shown on the 2030 Master Plan drawing
(Plan 6). Because of the timescales involved in
looking this far ahead, the Master Plan to 2030
is less certain. It assumes that all of the
development shown on the 2016 Master Plan
has been constructed.
8.14 The main additional components of
development in the period from 2017 to 2030
are expected to be as follows:
n Further expansion of the Terminal building
floor space to around 58,000 sq m by 2030
to provide capacity to accommodate about
10.8 mppa. This would be provided in
further phased extensions at each end of the
building, including additional piers and link
corridors to provide access to additional
aircraft stands.
n Further improvements to internal circulation
roads and additions to the PTI to
accommodate more taxis, buses and
coaches.
n An extension of the apron areas to
accommodate an additional 12 stands for
passenger aircraft to the south of the
existing Apron with access directly from the
western parallel taxiway.
n Additional apron mast lighting to new apron
areas provided in a manner which limits light
spill.
n Additional multi-storey car parking on the
existing car park sites and by extension
southwards to create about 14,000 spaces
for passengers' and hire cars. Additional staff
car parking would be located in the vicinity
of new facilities.
n An extension to the Fire Station. RHADS is
currently Category 8/9 and there is the
capability to expand the RFFS to Category
10 (the highest category). The timing of any
extension would depend on the number
and frequency of larger aircraft using the
Airport.
n A new Air Traffic Control Tower to the south
of the existing facility on the eastern
boundary of the airfield, adjacent to the
RFFS.
n Additional aeronautical ground lighting
system extensions to serve new apron
areas, the reintroduced eastern taxiway plus
improvements to the landing lighting system
on the approach to runway 02, if not
completed prior to 2016.
n Additional infrastructure in the area of the
Engine Testing Area to accommodate up to
Code E aircraft.
n The Fire Training Rig is designed to be
capable of being upgraded to Category 9,
if required.
n Further expansion of the Fuel Farm to ensure
sufficient on-site fuel capacity is available
and that a second supplier could be
accommodated to improve competition and
ensure security of supply. The necessary
land would be “Safeguarded for Airport
Infrastructure Development” to the west of
the Fuel Farm.
n Expansion of the WWTW and extension of
127
the lagoons to accommodate increased
contaminated runoff from the extended
apron areas. The dedicated airfield drainage
system would be extended to serve the new
cargo and GBA development areas. The
land necessary for the extension to the
lagoons would be “Safeguarded for Airport
Infrastructure Development”.
n Provision of facilities for spectators and
visitors, including Runway Viewing Area
and/or Aircraft Display Area on the eastern
boundary of the airfield.
n Cargo activity is expected to have risen to
around 120,000 tonnes pa by 2030 to be
accommodated in further expansion of the
cargo area, including new hangar facilities
(Hangar 6).
n Upper bound estimates could be double
this figure (over 200,000 tonnes pa) if a
Transhipment Hub is developed. Such a
new cargo centre incorporating airside
cargo facilities with associated warehousing
and distribution facilities could be
accommodated on land to the south-west
of the Runway. It would include apron
stands for 9 aircraft. A new access road
would be provided linking this area to the
internal circulation road network, the ARR
and following its delivery, the FARRRS
scheme for use by the HGV traffic the
scheme will generate. It affords the
opportunity to allow with both landside and
airside access. The existing western taxiway
would be extended to tie in with the
proposed new apron. The land is
accordingly identified as “Safeguarded Land
for Airport Related Development”. Such a
scheme would respond to the potential
identified in Chapter 6 for growth in the
cargo market, but is likely to be dependent
on particular operator demand.
n A new GBA facility with dedicated apron
and hangar facility for General and Business
Aviation operations, including MRO, on land
to the south east of the runway. Aircraft
access would be via a refurbished section
of the former eastern taxiway. This scheme
would enable the opportunities for the
growth in these sectors of the market,
identified in Chapters 5 and 6, to be met.
Mixed Use Community DevelopmentA Hotel Development
8.15 There are a number of options for overnight
accommodation close to the Terminal. The
Ramada Encore opened in 2008, but budget
facilities are also required. There are sites
available in Phase 2 of the Business Park and
adjacent to Hangar 5. Development is
anticipated prior to 2016.
8.16 A quadrant of land is identified for a hotel and
golf course development being bound by Great
North Road to the south, Hurst Lane to the
west and woodland and agricultural land to
the north and east. The site is approximately
70 hectares and mainly comprises agricultural
fields and woodland, with the south-eastern
corner being occupied by a farmhouse known
as Warren House Farm. Warren House is a
modest brick and pantile dwelling, overlooking
the junction of Great North Road and Hurst
Lane. Retention of Warren House is being
considered as part of the development for
use as a green keeper's dwelling.
8.17 A 200 bedroom resort hotel is proposed and
this will be supported by other ancillary leisure
and business facilities including a bar, lounge,
restaurant, gym, swimming pool and
conference facilities. An 18 hole golf course is
proposed and although the design has not yet
been finalised, a good quality course can be
accommodated. Plans 5 and 6 show these
proposals.
M A S T E R P L A N 2 0 3 0
128
8.18 As well as accommodating high quality
facilities, the hotel will also achieve a high
standard of design; both of which reflect the
desire to achieve a four star rating standard of
hotel. A vernacular style not dissimilar from a
country manor estate is proposed to reflect the
rural location.
8.19 The intention would be to ensure the quality of
the hotel and golf course will make it a
‘destination’ and appeal to a market for which
there is limited supply with in Doncaster. At
present, high-quality, four-star accommodation
is available at nearby Mount Pleasant Hotel on
the Great North Road and The Crown in
Bawtry. It is now increasingly the case, on a
nightly basis, that there is a shortage of good
accommodation in the Doncaster area.
8.20 The possibility of a rural hotel and leisure facility
has long been identified within local planning
policy, particularly policy TO4 (c) of the
Doncaster UDP, and in light of this, an hotel
was assessed as part of the traffic modelling
for FARRRS. The potential for a rural hotel and
leisure facility has received recognition in the
DMBC emerging Core Strategy Further
Options.132
B Business Parks Development
8.21 The Air Transport White Paper recognises that:
“many airports increasingly act as a focal point
for clusters of business development. By
offering the potential for the rapid delivery of
products by air freight and convenient access
to international markets through the availability
of flights for business travel, they attract inward
investment to a region.”133
8.22 The Northern Way likewise noted the potential
when it said:
“there is substantial evidence to show that
airports attract jobs. Companies who wish to
locate on or near airports include direct
suppliers or services to airport users, high value
industries that are part of “just in time” logistics
networks highly reliant on air freight services -
and knowledge service industries, whose staff
make frequent journeys by air to customers
and suppliers”. It added: “Across the north,
there are significant opportunities for new
office, industrial and warehouse units in close
proximity to airports.”134
8.23 Many airports have such development in their
environs, including, for example, Manchester
Business Park at Manchester Airport, Pegasus
Business Park at East Midlands Airport, Airport
West at Leeds Bradford Airport, Exeter Skypark
and the Business Park at Humberside
International Airport. It is important that this
Master Plan considers the employment
floorspace that will be required to ensure
RHADS can compete for such aviation related
foot loose development in the future. Such
competition is as likely to come from European
airports as it is from other UK airports.
8.24 The question of whether a particular business
can regarded as ‘Airport Related’ is a matter to
be considered by the local planning authority
and guidance is provided in PPG13: Transport,
which states:
“Airports have become major transport
interchanges and traffic generators and attract a
range of related and non-related developments.
In preparing their development plans and in
determining planning applications, local
planning authorities should consider the extent
to which development is related to the
operation of the airport and is sustainable given
the prevailing and planned levels of public
M A S T E R P L A N 2 0 3 0
132 “Doncaster LDF Core Strategy Further Options”, DMBC (August
2007), para 6.7
133 “The Future of Air Transport”, Department for Transport (2003), para
4.25
134 “Moving Forward: First Growth Strategy Report”, The Northern Way
(2004), para 6.12.
129
transport. In this respect:
n the operational needs of the Airport includes
runway and terminal facilities, aircraft
maintenance and handling provision and
warehousing and distribution services related
to goods passing through the Airport;
n related development appropriate to airports
includes transport interchanges, administrative
offices, short and long stay parking;
n less directly related development includes
hotels, conference and leisure facilities,
offices and retail. For such activities, the
relationship to the Airport related business
should be explicitly justified, be of an
appropriate scale relative to core Airport
related business and be assessed against
relevant policy elsewhere in planning policy
guidance; and
n non-related development which should be
assessed against relevant policy elsewhere
in planning guidance.”135
8.25 Also to be considered are direct Airport
operational requirements. These include, for
example, the offices of the Airport administration
and airlines, which are currently located mainly in
the Terminal, in Heyford House and in the Airfield
Village to the south of the Terminal. There is a
requirement for new employees to be located
close to the Terminal and the main operational
areas as the Airport grows.
8.26 Based on a consideration of employment
densities at other airports and available
guidance used for planning purposes, it is
evident that the expansion of RHADS will
generate an additional requirement for an
appropriate mix of B1, B2 and B8 uses. This
provides a significant opportunity for future
employment and jobs growth (see Chapter 10)
on a number of sites.
Hayfield Business Park
8.27 This is located to the north of Hayfield Lane
and to the south of the proposed railway station
on the Doncaster-Lincoln rail line. It can
accommodate a total of approximately 20,000
sq m of B1 uses. The spine road has been
constructed in advance of development,
together with a landscaped bund to screen
the development from residential properties on
Hawthorn Road. Development will be phased
up to 2016 (see Plan 5).
Robin Hood Airport Business Park – Phase 1
8.28 This area of the Business Park comprises the
main technical site of RAF Finningley. A number
of the buildings, such as Armstrong House,
have been refurbished and converted. Other
areas have been or are currently undergoing
development. Through redeveloping in a denser
manner with larger floor plans, the total floor
space within the area can be enhanced to cater
for approximately 80,000 sq m of B1, B2 and
B8 uses up to 2016 (see Plan 5).
Robin Hood Airport Business Park – Phase 2
8.29 This brownfield site has planning permission
for B1, B2 and B8 development. Site road
infrastructure and structural landscaping is
currently being completed and the first buildings
constructed. Further phased development
up to approximately 70,000 sq m can be
accommodated up to 2016 (see Plan 5).
Robin Hood Airport Business Park – Phase 3
8.30 A further phase of the Airport Business Park is
planned to take place after 2016. By the time, it
is envisaged that the FARRRS link road will have
been provided. This will make the Airport more
accessible, increase passenger numbers and
make it more attractive to commercial
occupiers. The Business Park will access
directly from the existing roundabout on the
AAR and will be extensively landscaped. It can
accommodate 36,000 sq m of B1, B2 and B8
M A S T E R P L A N 2 0 3 0
135 “PPG13 Transport” (2001), Annex B, Para 7.
130
space on a site area of 10 hectares.
(See Plan 6).
Business Park Design Framework
8.31 The Airport Business Park is set within a
master-planned framework, providing the
opportunity for existing businesses to flourish
and new businesses to locate into the area in
the knowledge that design quality and
standards will be maintained. This is described
in more detail within an overall Design
Framework document produced by architects,
The Harris Partnership and landscape
architects, Scott Wilson136.
8.32 The RHADS development is not simply about
the Airport, but the creation of a thriving
business community. The Business Park will
provide facilities for companies within the
aviation business sphere. Occupiers locating
to the Business Park will be able to take
advantage of the excellent location with
convenient accessibility via public transport,
all within a planned landscape setting. The
Business Park includes a range of size of
offices, workshops and storage units. Peel Land
and Property have invested heavily into the
business park infrastructure, creating serviced
building plots offering “ready to occupy”
buildings, plus design and build opportunities.
8.33 The Airport Terminal offers a wide range of
facilities, including retail and catering outlets
and these are complemented by facilities in
Auckley, Finningley and Bawtry. The Business
Park users are also expected to shop at local
shopping facilities. Social facilities nearby
include a children’s nursery, a church and
extensive training facilities at Directions and the
Aviation Academy as well as primary and
secondary schools. A new Community Centre
is planned with facilities available for use by
employees within the employment areas (see
Chapter 5) with excellent public transport links
and housing nearby the site scores highly in
terms of sustainability.
8.34 The Design Framework document covers in
more detail all aspects of the development
process, but the following provides a brief
description of the salient points:
n Design Philosophy: The concept for the
development includes a number of
“standalone” buildings set within an overall
landscaped structure.
n Design Principles: The standard of design
for the individual buildings is expected to be
distinctive and will include high specification
external envelopes with feature elevations
facing principal routes and key boundaries.
n Colour and Materials: The choice and
quality of building materials will help to
create a coordinated Business Park
development. The use of colour will help
bring “life” and interest to key elevations and
promote distinctive buildings or build
elements.
n Sustainability: The design strategy provides
for sustainability issues to be of paramount
importance, including public transport,
efficiency in respect of energy use, waste
recycling, water re-use and biodiversity.
n Lighting: Will be carefully considered
throughout the development to provide safe,
secure and interesting environments
incorporating such features as energy
efficient units, PIR detectors and the use of
alternative energy. BREEAM is being used
to set a benchmark for high environmental
performance.
C Residential Development
8.35 The Master Plan includes a site for residential
development at Hurst Lane, adjacent to the
Airport Access Road. The site extends to 18.6
M A S T E R P L A N 2 0 3 0
136 “Robin Hood Airport Business Park Design Framework”, Harris
Partnership, Scott Wilson and Peel Business Parks (April 2008).
131
hectares and could accommodate 750 new
homes. This proposal is included within the
Airport Master Plan because, together with the
development of the Airport Business Park sites,
it provides an integral part of a balanced and
sustainable package for ‘Mixed Use Community
Development’ in the vicinity of RHADS.
8.36 It is a well-established principle that the
development and expansion of an airport has a
significant impact on both local employment
opportunities (on and off the airport site) and the
demand for housing. Employment growth is one
of the key factors which determines the level
and location of new housing provision set out in
the Yorkshire and Humber Plan. This allows
housing patterns to respond to the evolution of
the regional economy, so that additions to
housing stock is encouraged in areas of higher
job growth. This helps support economic growth
through a flexible and responsive labour supply.
8.37 The principles of sustainable development,
reflected in the Plan, suggest that at least some
proportion of the additional households locating
to the Borough through job growth at the
Airport should be housed close to their place of
work.
8.38 In Chapter 10 of the Master Plan, the scale of
employment growth on and adjacent to the
Airport is set out. There is the opportunity within
the Plan area to provide land for housing
development to meet some of the demand for
new homes at a sustainable location close to
where there will be a significant increase in
employment opportunities. It would obviate the
need for those new businesses to rely
exclusively on in-commuting from other parts
of the Borough and from elsewhere in the South
Yorkshire Sub-Region.
8.39 The inclusion of the site for residential
development in the Master Plan also reflects the
established settlement pattern. The MOD
provided housing adjacent to RAF Finningley
and furthermore, new housing was an important
element of the planning permission for the
redevelopment of Finningley Airfield for the
purposes of a commercial airport. Some of that
housing (here referred to as Residential Phase
1) is under construction, but much has recently
been completed. Provision of further residential
Phases 2 and 3 will complement the growth of
the Airport and the take up of associated
employment space.
Site Characteristics
8.40 The site lies to the west of Hurst Lane and to
the north of the AAR. To the north west is an
area of former MOD housing, which is managed
by the South Yorkshire Housing Association.
To the north are the buildings and grounds
(including playing fields) of the Hayfield Lane
Primary School and the Adult Education Centre.
An existing footpath route leads from the site
along the eastern boundary to the School onto
Hayfield Lane. To the north east is a residential
area (formerly RAF married quarters), which has
been sold to private purchasers. All property
owners here are members of the Hayfield Green
Residents Company, which manages the
communal space within the estate. Within this
area, infill plots have been developed for further
M A S T E R P L A N 2 0 3 0
132
private housing. Facing Hayfield Lane, the
former Telecommunications site has been
redeveloped for town houses.
8.41 To the east, the site is bounded by an area of
existing woodland, the Marr Flats Plantation,
that is to be incorporated within the Airport
Master Plan proposals as designated Public
Open Space. A further proposed area of Public
Open Space will be developed along the
southern boundary of the site adjoining the AAR
and its associated footpath/cycleway.
8.42 The site is mainly level and is currently in
agricultural use. However, the land in part has
previously been worked for the extraction of sand
and gravel. The land is not classified as the best
and most versatile. There are no physical
constraints to the development of the site.
Development Proposals
8.43 It is proposed to develop the site for 750
dwellings at an average net density of 40
dwellings per hectare. There will be a mix of
homes of 2/2.5 storeys in height and 3/4 storey
apartments. Some 26% of the new housing will
be Affordable Homes in accordance with
prevailing Development Plan Policy137.
8.44 The development will incorporate footpath and
cycleway links that will connect to Hayfield Lane
to the north, the open space/woodland area to
the east, Hurst Lane to the west and to the AAR.
These will provide convenient pedestrian and
cycle access to local facilities and services and to
areas of employment at the Airport. Pedestrian
links will give access to local bus services. It is
envisaged that half the site will be developed
prior to the completion of FARRRS (375
dwellings) with the remainder of the site
following the provision of the new link. The
proposed phasing can be seen on the master
plans (see Plans 5 and 6).
Sustainability
8.45 The Finningley Airbase Development Brief was
adopted in 1999. The Brief identified the
potential for both the refurbishment of existing
residential premises and new build housing
against the background of the potential
operation of Finningley as a commercial airfield.
8.46 The planning application for the redevelopment
of Finningley Airfield for the purposes of a
commercial airport with airport related business,
leisure and associated activities submitted to
DMBC on 1 November 1999 included within the
description of the development a reference to
residential development and conversion of
existing buildings for residential purposes. The
proposals provided for a total of 120 dwellings.
8.47 The planning application was recovered for
determination by the First Secretary of State. In
their representations on the housing element of
the development, DMBC made reference (inter
alia) to the fact that the site enjoyed excellent
access by modes other than the private car to
the jobs being created at the airfield and to local
schools and shops. In addition, there would be
access to existing and improved levels of service
by bus and to a proposed nearby new railway
station on the Doncaster to Lincoln line. The
development would help support local services
and facilities located around Hayfield Lane.
8.48 Having considered all the matters submitted to
him, the Secretary of State was satisfied that the
development would accord with the Planning
Brief and other planning guidance, including that
set out in the then extant PPG3. In particular, he
took account of the location and accessibility of
the proposed housing development to jobs at
the Airport and to shops and services in the
surrounding area, by foot, cycle and public
M A S T E R P L A N 2 0 3 0
137 “Interim Planning Position Statement: Affordable Housing in
Doncaster” (October 2007), Appendix i.
133
transport. Given the location and scale of the
overall development, he took the view that it
would support and help sustain local services
and communities. He concluded that the site is
a sustainable location performing satisfactorily
against the criteria in PPG3138.
8.49 The existing position is, therefore, that there are
established residential areas in Auckley/Hayfield
Green in proximity to the airfield. The Council
and the Secretary of State have endorsed the
development of two further areas for about 120
dwellings as part of the proposals for the
redevelopment of the airfield. In endorsing those
uses, the First Secretary of State was advised
by the Council that the proposals met the
sustainable development criteria for the location
of new homes, as then set out in PPG3 - and
he agreed.
8.50 In December 2005, the Council published an
advisory note: Housing Options: Site Selection
Methodology139. It outlines the approach that will
be taken to identifying and evaluating housing
sites for inclusion in the Housing DPD.
8.51 An evaluation of the Hurst Lane site and its
relationship to the adjoining areas of Hayfield
Green/Auckley, the established facilities at the
Airport and the other proposals set out in the
Airport Master Plan, has been carried out in
accordance with the Site Selection
Methodology. In the evaluation, reference is
made to the Yorkshire and Humber Accessibility
Criteria (April 2005)140. The site at Hurst Lane
would be classified as a location at a node in a
good public transport corridor.
8.52 The evaluation shows that the site at Hurst
Lane would provide housing that is:
(a) Well related to and within walking distance
of local shops and other neighbourhood
facilities and services (schools, leisure
facilities, post office, place of worship,
nursery). All are within 15 minutes walk-time
of the site.
(b) Well related to and within walking distances
of the local public transport network, which
provides regular and frequent services to
Doncaster (up to four buses per hour). The
site is within a ten minutes walk of bus
stops on Hayfield Lane or on the AAR,
where services offer a 15 minute frequency
to Doncaster. This provides links to
secondary health services and tertiary
education, retail and leisure facilities in
Doncaster within a 30 minute journey time.
(c) Well related to and within walking distance
of employment opportunities at the Airport
and at the Business Park developments.
The site within 350m of the proposed Phase
3 of the Business Park to south of the AAR
and 600m from the main Airport complex.
(d) On land which is deliverable and available.
There are no physical, ecological or
environmental constraints to the development
of the site. The site is readily available for
development. Peel Investments (North) Ltd, a
sister company of DSAL, own the site.
(e) Capable of being readily serviced by utilities
infrastructure.
D Community Provision
8.53 The site of former RAF playing fields north of
Hayfield Lane is to be developed as a
Community Centre with playing pitches, sports
hall, toddler play area and community meeting
rooms. A detailed scheme is currently under
preparation and a Community Interest Company
has been set up to progress it (see Plan 5).
M A S T E R P L A N 2 0 3 0
138 Decision of the First Secretary of State (April 2003), para 59 - Ref
APP/F4410/V/01/1000266 at Appendix 3.
139 “Housing Options: Site Selection Methodology”, DMBC
(December 2005).
140 “The Yorkshire and Humber Plan”, Yorkshire and Humber Regional
Assembly" (December 2005), Table 16.9.
134
8.54 The Residential Development Scheme (area RI,
as referred to in paragraph 7.90) includes the
provision of a site, at no cost, for community
needs (the building will be provided by others).
Feedback from the local community has
suggested health facilities would be welcomed.
Green Infrastructure8.55 To screen the main development areas,
particularly those areas to be developed for
large aviation related buildings and operational
airfield infrastructure areas, and to retain and
enhance the landscaped woodland setting of
the airfield, a number of strategic areas of
planting are proposed.
8.56 The planting of a native woodland belt up to
500 metres wide is proposed linking with and
running southwards from Finningley Big Wood
and Hurst Wood to High Common Lane,
incorporating the SSI of Tinkers Pond. This will
link existing woodland and screen the
Transhipment Hub cargo development on the
site south west of the Runway – “Safeguarded
Land for Airport Related Development”.
8.57 It would also provide the opportunity and setting
for continuing the public footpath from Hurst
Lane and the concessionary path from Hayfield
Lane southwards through Hurst Wood and
Finningley Big Wood meet up with High
Common Lane. From here path networks would
connect to Austerfield and Misson beyond.
8.58 A 15 metre deep woodland belt will be planted
adjacent to New Bawtry Road to screen the
General and Business Aviation development to
the south east of the Runway.
8.59 A tree belt will also be planted running
southwards from the existing Sewage Works to
Hayfield Lane to screen potential development
within the area set aside as “Safeguarded Land
for Airport Infrastructure Development”,
including potential Fuel Farm and WWTW
extensions.
8.60 The woodland planting will all have been carried
out in the period up to 2020. Beyond this,
there will be a continued maturing of the
woodland and maintenance of landscaped
areas. Additional landscaping will also be
provided local to the various building
developments, including the Business Park and
Residential Developments, as appropriate. The
draft Landscape Structure is shown on Plan 8.
External Circulation8.61 A number of transport initiatives are planned to
take place during the Master Plan period:
n Railway Station on the Doncaster-Lincoln rail
line and an adjacent 250 space Park and
Ride. Planning permission has been granted
by DMBC. Provision would be dependent
on agreeing the timescale for delivery with
Network Rail and train operators.
n FARRRS – it is envisaged this link road to
the Airport from Junction 3 of the M18 will
be completed by 2014/15. For
convenience in this Master Plan, completion
is assumed to coincide with the end of the
first time frame of 2016 and development in
the second time frame assumes it is
provided (although if it were not provided,
some element could still proceed, subject to
assessment at that time).
These transport initiatives are discussed in
greater detail in Chapter 9.
Investment Plan and Phasing 8.62 Table 8.1 sets out a prospective time line for the
delivery of the various developments described
above. The Land Use allocations are shown on
Plan 7.
M A S T E R P L A N 2 0 3 0
135
M A S T E R P L A N 2 0 3 0
Table 8.1: Phasing of Development
Date Project Notes
Passenger Terminal and Integrated Transport Interchange
2012-2016 Expansion of existing Terminal To add 22,000 sq m of floor space to cater for about
6.6 mppa comprising phased extensions at either end.
2016-2030 Further expansion of Terminal To provide a further 20,000 sq m of floor space in
phased extensions at either end of the building.
2014-2020 PTI improvement Including bus stops and taxi services with direct
access to the Terminal.
Car Parking and Internal Circulation
2010-2016 Car parking provision Expansion of ground level car park to the south.
First phase of MSCP. Dual storey staff car parking
west of Heyford House.
2016-2030 MSCP further phases Together with the additional parking to the south, this
would provide a total of about 14,000 passenger
parking spaces and hire car provision.
2008-2030 Internal circulation Phased with development.
136
M A S T E R P L A N 2 0 3 0
Table 8.1: Continued
Date Project Notes
Aircraft Apron and Stands
2012-2016 Passenger aircraft stands increase to 23 To north of Terminal and linked via covered piers.
2016-2030 Passenger aircraft stands increase to 35 To south of Terminal and linked via covered piers.
2010-2030 Increase in taxi-way and apron to provide To meet increased demand in line with growth.
30 stands for cargo use by 2016 and To accommodate Cargo Transhipment Hub
52 stands by 2030 development.
2010-2030 Mast lighting To new apron areas.
Runway and Taxiways
2012-2016 Upgrading and widening of Western To accommodate larger aircraft types.
Taxiways.
2016-2030 Reintroduction of section of Eastern As required for General and Business Aviation
Taxiway scheme.
2010-2016 Provision of rapid turn-offs To enhance runway capacity at peak times.
Airfield Infrastructure and Equipment
2016-2030 Fire Station Extended to cater for higher category fire service.
2012-2030 Aeronautical Ground Lighting Phased with new pavements.
2012-2016 Landing approach lights Extend to either 3 or 5 bar approach.
(Runway 02 South)
2018-2020 New Control Tower To allow for increased number of Air Traffic Controllers
and support staff.
2016-2030 Upgrade of Engine Testing Area To accommodate larger aircraft.
2016-2030 Upgrade of Fire Training Rig To accommodate larger aircraft.
2016-2030 Expansion of Fuel Farm To meet increased demand and introduce a
Second Supplier.
2016-2030 Expansion of WWTW To meet future needs
137
M A S T E R P L A N 2 0 3 0
Table 8.1: Continued
Date Project Notes
Cargo Handling Facilities
2010-2020 Expanded cargo facility to north-west To accommodate existing and new cargo operations.
of runway
2010-2016 New facilities for Airfield Engineering To accommodate a variety of equipment; e.g. snow
Department vehicles and washing equipment.
2016-2030 Cargo Centre to south-west of runway To accommodate Transhipment Hub.
General and Business Aviation Facilities
2010-2016 Phased expansion of GBA Centre Utilising existing apron areas.
2016-2030 Relocation of main GBA Centre to To accommodate growth of Business Aviation,
south-east of runway including enhanced MRO operations.
Hotel Development
2010-2016 A low cost hotel to the south or east To meet additional demand.
of the existing Ramada Encore Hotel
and/or public house
2016-2020 A new 4 star hotel with golf course adjacent To create a quality resort hotel/leisure facility within
to Hurst Lane and the Great North Road easy reach of the Airport.
Business Parks Development
2008-2016 Phase 1/2 Airport Business Parks and Completion of existing developments.
Hayfield Business Park
2016-2030 Phase 3 Airport Business Park Further expansion to the west south of the AAR.
Residential Development
2008-2010 Completion of first phase of existing
development near Hayfield Lane
2010-2016 New Residential areas to the west of the
Airport integrated around existing
residential areas in second phase
2016-2020 Third phase of residential Post delivery of FARRRS
To ensure adequate provision of housing
within easy reach of the new development areas.
138
M A S T E R P L A N 2 0 3 0
Table 8.1: Continued
Date Project Notes
Community Provision
2008-2010 New Community Centre to be linked into
the existing areasTo create a more vibrant and active local community
2008-2020 Create new links to open spaces andwhich will support the growth in employment.
community facilities
Green Infrastructure
2012-2020 Major strategic woodland planting and To enhance screening and link existing woodland.
general landscape development areas.
2008-2020 New strategic pathways and cycle routes To enhance local linkages.
2008-2030 Maturing of woodland and localised To integrate the whole Master Plan development.
landscape works to plot developments
External Circulation
2010 Bawtry Road QBC Integration with PTI.
2008-2016 Railway Station Located on Doncaster-Lincoln line with 250 space
Park and Ride.
2008-2016 M18 - Airport Link Road (FARRRS) – Also serves regeneration of Rossington and Rail
Delivery and implementation Freight Interchange
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