FINNINGLEY PLANNING BRIEFAdopted Version

JUNE 1999

Directorate of Development and Transport2nd Floor Danum House

St. Sepulchre GateDONCASTER DN1 1UB

CONTENTS

Page

INTRODUCTION ................................................................................................................ 3

Airfield Background and HistoryPurpose of the brief

PLANNING CONTEXT ...................................................................................................... 4

Integration of Land Use and TransportationSouth Yorkshire Objective 1New Deal for Transport White PaperNorth of England Air Services StudyGovernments Airport PolicyRegional Planning GuidanceThe Adopted Doncaster Unitary Development Plan (UDP)

DEVELOPMENT GUIDELINES AND REQUIREMENTS ............................................. 9

Links to the Primary Road NetworkCapacity of the Local Road NetworkLand Use Proposals for the Finningley AirbaseDevelopment Principles

PLANNING REQUIREMENTS FOR MAJOR DEVELOPMENT .................................. 13

Surface Access StrategyEnvironmental Management

APPENDICES

(a) Description of site, planning/development factors based on earlier Draft Planning Brief (April 1996).

(b) North of England Air Services Study Aims and Objectives.

(c) Land Quality Statement prepared on behalf of the MOD as part of the site particulars.

(d) Draft environmental Scoping Report (December 1996) prepared by the Institute of Environmental Assessment on behalf of Doncaster Council.

MAPS AND DIAGRAMS

1. Location Plan

2. Site Plan

3. Landscape Plan

4. Plan Showing zone of influence of mining activity

5. Land Use Plan

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INTRODUCTION

Airfield Background and History

1. RAF Finningley is in the freehold ownership of the Ministry of Defence (MOD) and has been declared surplus to requirements.

2. The Airfield was established in 1936. Shortly after this, during the second world war, it became an operational bomber station. More recently, it has operated as one of the RAF's leading Air Navigational Schools.

3. The Airfield was scheduled for closure in April 1996. Flying from the base ceased at the end of September 1995. Drivas Jonas were appointed to prepare a planning brief for the site. This was published in February 1996 and was followed by a period of public consultation. The site has since been marketed for disposal by the MoD and in September 1998 Peel Holdings Limited were selected as the preferred bidder. They are expected to complete the acquisition of the site in early summer 1999.

4. The marketing and assessment associated with the MoD identifying a preferred purchaser for the airbase site points positively in the direction of a potential commercial airport.

5. The vacancy of the site by the RAF leaves Doncaster and the region with a large special brown field site. It’s unique characteristics are;

• a 2741 metres in length and 61 metres wide heavy duty runway,

• the site is located adjacent the Doncaster - Lincoln railway,

• the site is within 3km of the North East Coast Railway line,

• located on the edge of the South Yorkshire Conurbation with excellent transport links.

• a well maintained site and range of buildings.

• located near to the motorway network.

6. The availability of the site offers significant opportunities for Doncaster Borough . However realising those opportunities must be achieved paying full regard to careful environmental control and management.

7. Appendix A is a description of the site, planning and development factors.

Purpose of the Brief

8. The purpose of the Brief, in conjunction with the Unitary Development Plan, is to provide clear guidance on the land use composition , constraints and other material planning considerations that will be used to determine planning applications concerning the future use of RAF Finningley Airfield.

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9. The Brief seeks to provide for the Finningley Airbase and its environs in conjunction with the Adopted Doncaster Unitary Development Plan :

clear guidance on the land use composition, constraints and other material planning considerations that will be used to determine planning applications concerning the after use of the former Finningley airbase;

the Development Plan consideration of ‘the opportunities for economic regeneration which might arise from the availability of the former Finningley airfield for development as a commercial airport’ as required by Regional Planning Guidance for Yorkshire and Humberside (RPG12 - March 1996, page 8 para. 4.14); and

the Development Plan context and input to the Local Transport and Economic Plans.

PLANNING CONTEXT

Integration of Land Use and Transportation Planning

10. Over the period the airbase has closed as an MoD installation, Government policy has been progressively promoting sustainable development. In particular the Government is seeking an integration of land use/transportation planning. Integration to achieve better management and investment co-ordinated as far as possible to provide a seamless planning and transportation regime. This improved regime to demonstrate consistency within and between national, regional and local policies. Additionally Government policy has also emphasised finding viable uses for sites made redundant so as to reduce development pressure for release of greenfield sites.

South Yorkshire Objective 1

11. The economic condition of South Yorkshire is sufficiently severe to warrant the EU Objective 1 programme of support being promoted to assist economic restructuring of South Yorkshire. Currently the unemployment rate in Doncaster Borough is the highest of the South Yorkshire Districts.

New Deal for Transport White Paper

12. Regional and sub-regional co-ordination of land use and transportation planning is to be expressed in higher status Regional Planning Guidance (RPG) incorporating a Regional Transport Strategy (RTS). Development Plans and Local Transport Plans are not only to be consistent with RPG/RTS but are to promote sustainable development and further strengthen the sub-regional and local integration of land use / transportation planning together with integration between transport modes.

13. National and Regional Air Transport policy is being developed incorporating a strengthening role (passenger and freight) for regional airports to contribute to regional economic development, reduce congestion in London and the South East, minimise journey times for surface travellers and improve passenger choice and convenience.

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North of England Air Services Study

14. Following the New Deal for Transport White Paper (July 1998) (NDFT) the national airports policy is being further developed by the Governments Department of Environment Transport and the Regions (DETR) by way of a series of regional reviews. In the context of the regional reviews associated with the national airports the Doncaster area falls within the remit of the North of England Air Services Study .This study embraces the North West, North East and Yorkshire and Humber regions . The North of England Air Services study is currently underway and an initial report is expected in July 1999. Appendix B to the Finningley Planning Brief is an extract from The Inception Report for the Study describing the study aims and objectives. Finningley airbase site is one of nine airports/airfields including former MoD facilities within the North West , North East and Yorkshire and Humber identified by the study for detailed consideration to clarify the contribution of the various facilities to meet the demand for air services consistent with sustainable development principles.

Government Airports Policy

15. Current Government policy on airports is to be found in the 1985 White Paper, Airports Policy Cmnd 9542 and in the Department of the Environment's guidance outlined in PPG13. Paragraph 5.36 states: ‘the environmental aspects of aviation proposals will always need to be very carefully considered. …… Existing sites, including redundant military airfields and airfields with established uses will often present the best opportunities for providing acceptable facilities, in so far as neighbouring development has reflected the existing use. Aviation use may also be a more acceptable use of a former military site than other development possibilities’.

16. The Council will require from developers a full impact assessment ranging over environmental, social and economic considerations. The scope of the environmental assessment has been the subject of public consultation (February/March 1999) by the developers Peel Holdings. As an indication of the Councils preliminary views on issues for the assessment a draft scoping report was published by Doncaster MBC for public consultation in December1996 and is included as Appendix D to this Planning Brief.

Regional Planning Guidance

17. Regional Planning Guidance for the area is provided in RPG 12; Regional Planning Guidance for Yorkshire and Humberside, issued by the Government in March 1996.The guidance has 4 key objectives. These are:

To promote economic prosperity and the achievement of a competitive position in national and international markets;

To conserve and, where possible, to enhance the Region’s environment;

To facilitate the processes of industrial adjustment, economic diversification and urban and rural regeneration and renewal;

To make best use of the available resources and encourage efficient use of energy.

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18. Reference is made in RPG12 to the coalfield settlements, and in particular to the potential for re-use of Finningley Airfield as a commercial Airport. Paragraph 4.14 of the guidance states:

‘Development plans............should also consider the opportunities for economic regeneration which might arise from the availability of the former Finningley Airfield for development as a commercial airport’.

19. The Council will therefore encourage the development of the Airfield in a way which makes the optimum contribution to the economic regeneration of Doncaster, consistent with conserving the countryside and protecting the environment.

20. The Regional Planning Guidance is currently being reviewed and Draft Regional Planning Guidance will be subject to public consultation during the summer of 1999 and public examination in the year 2000.

The Adopted Doncaster Unitary Development Plan (UDP)

21. The Brief is to be read in conjunction with the Adopted Doncaster Unitary Development Plan (adopted in July 1998) and implements UDP policy T36. Additionally the Brief when agreed will be adopted as Supplementary Planning Guidance to the Doncaster Unitary Development Plan (UDP), and will be used for development control purposes and part of the context for the preparation of the Local Transport Plan-LTP which is the successor to the Transport Policies and Programme (TPP).

22. The planning framework for the Airfield is set out in the Doncaster UDP which was adopted in July 1998 . The Deposit Draft UDP was considered at an Inquiry in 1995/6. The Inspector concluded;

‘Finningley Airfield is clearly a major opportunity site, with the potential for economic regeneration and for other purposes, including a commercial airport , as recognised in the latest Regional Planning Guidance ..................... However, until detailed proposals are drawn up, Policy T36 provides an appropriate framework for considering alternative uses, but should be replaced by the latest proposals when they have been agreed’.

23. The three fundamental objectives of the Adopted UDP have been established as:

economic regeneration;

environmental improvement; and

reduction in social inequalities.

24. In the light of these objectives the UDP seeks to strengthen and diversify the economic base of the town. This in turn requires there to be an adequate supply of development land in appropriate locations. RAF Finningley is a major land resource which Doncaster Council wish to see utilised in a way which contributes to meeting these fundamental UDP objectives.

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25. The Airfield is covered by a specific policy designation in the UDP, Policy T36:

WITHIN THE AREA OF FINNINGLEY AIRFIELD, AS DEFINED ON THE PROPOSALS MAP, THE BOROUGH COUNCIL WILL SUPPORT THE CONTINUED OPERATIONAL DEVELOPMENT OF THE AIRFIELD BY THE MINISTRY OF DEFENCE OR ITS DUAL USE FOR CIVIL AVIATION PURPOSES.

IN THE EVENT OF CLOSURE OF THE AIRFIELD IN WHOLE OR IN PART, THE BOROUGH COUNCIL WILL CONSIDER PROPOSALS FOR THE ALTERNATIVE USE OF THE LAND OR BUILDINGS, THROUGH THE PREPARATION OF A PLANNING BRIEF FOR THE SITE, AND IN RELATION TO THE FOLLOWING:

(a) THE POLICIES AND PROPOSALS OF THE UDP

(b) SURROUNDING LAND USES.

(c) AMENITY AND ENVIRONMENTAL CONSIDERATIONS

26. This policy acknowledges the possible closure of the airfield and identifies criteria against which possible future uses of the airfield would be considered. Policy T36 also indicates support for the continued operational use of the airfield by the MoD, or as dual airfield including civil aviation.

27. Policy T36 is surrounded by the Countryside Policy Area (ENV2). Development proposals within policy T36 will need to take account of any impact on the surrounding Countryside Policy Area.

28. In addition to Policy T36 there are other topic policies which affect the future of the airfield site, if it is promoted for uses other than as an airport.

29. The most relevant policies which may affect the development potential of the site are summarised below.

Employment

30.The UDP, through Policies EMP 1, 2 and 11, identifies within Doncaster Borough as a whole some 537 hectares of employment land. Much of this already has planning permission. The Council is directing a substantial proportion of commercial activity to a number of strategic sites such as Doncaster Carr, Armthorpe, Thorne, Brodsworth, and the Dearne Valley Enterprise Zone. Through its strategic policy SEMP1 it is seeking to replace jobs in traditional industries with new opportunities. The policy states:

THE BOROUGH COUNCIL WILL GIVE A HIGH PRIORITY TO THE PROTECTION OF EXISTING JOBS AND THE CREATION OF A WIDE RANGE OF NEW EMPLOYMENT OPPORTUNITIES WITHIN THE BOROUGH

Transport

13. The UDP establishes that improvements will be provided to the highway network where new developments takes place. Policy ST1 states:

THE BOROUGH COUNCIL WILL ENSURE THAT IMPROVE-MENTS ARE

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MADE TO THE HIGHWAY NETWORK, SO AS TO PROVIDE FOR AND IMPROVE ACCESS TO NEW AND EXISTING DEVELOPMENTS, AND SO AS TO AVOID OR TO MINIMISE ADVERSE EFFECTS ON THE ENVIRONMENT.

14. In addition, the Borough Council considers that integration of transport facilities is needed to maximise transport resources. Policy ST7 states:

THE BOROUGH COUNCIL WILL SEEK TO PROMOTE AND ENCOURAGE SCHEMES WHICH LEAD TO BETTER INTEGRATION OF TRANSPORT MODES AND INTERCHANGE FACILITIES.

Environment

15. The UDP seeks to protect and enhance the countryside and improve the environment where new development takes place. Policy SENV1 states:

THE BOROUGH COUNCIL WILL PROTECT THE COUNTRYSIDE FROM UNNECESSARY AND INAPPROPRIATE DEVELOPMENT. GREEN BELT AND COUNTRYSIDE POLICY AREAS ARE DESIGNATED WITHIN WHICH ONLY USES APPROPRIATE TO A RURAL AREA WILL BE PERMITTED. SUCH USES WILL BE EXPECTED TO CONSERVE AND WHEREVER POSSIBLE ENHANCE THE ENVIRONMENT.

16. And SENV6:

THE BOROUGH COUNCIL WILL SEEK TO ENSURE A HIGH STANDARD OF DESIGN IN ALL NEW DEVELOPMENTS AND REDEVELOPMENTS THROUGH THE ADOPTION AND APPLICATION OF DETAILED DEVELOPMENT CONTROL POLICIES AND STANDARDS, SUPPLEMENTARY PLANNING GUIDANCE, AND THROUGH THE ENCOURAGEMENT OF GOOD DESIGN.

Nature Conservation

13. The airfield lies adjacent to two SSIs and near the following areas of nature conservation significance;

Thorne, Crowle and Goole Moor SSSI Thorne Moor cSAC Hatfield Moors SSSI Humber Head Peatlands National Reserve River Idle Washlands SSSI Finningley Big Wood and Gravel Pits SSI Hurst Wood SSI Crow Wood, Great Wood and Spen Close Plantation SSI

14. Proposals for development on the site should recognise the importance of and include measures to protect and enhance the existence of these designated areas, and will be assessed within the context of the relevant UDP policies. Relevant UDP policies are SENV3, ENV41 and ENV 46.

Housing

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17. Any housing development on the site will be considered against the UDP housing land supply referred to in Policy SPH2. The UDP proposals has made full provision for ensuring an adequate supply of housing land. All the allocated sites are incorporated in Policy PH1 and other housing provisions in PH2 to PH6 and PH19.

Minerals

18. The site is underlain by sand and gravel resources which, in the southern part of the site have been extensively worked. Through the UDP, the Council has identified Preferred Areas and Areas of Search where mineral extraction may be permitted - Policies M1 and M2. The Airfield is not within a designated Preferred Area or within a designated Area of Search and as such is unlikely to be favourably considered for mineral extraction. The site is, however, designated on the UDP as a Minerals Safeguarding Area. Relevant policies include Policy M4 and Policy M5. Policy M4 is designed to ensure that developments which could permanently sterilise significant volumes of minerals take place only on land proved not to contain workable minerals or on land incapable of working on physical, environmental, or other planning grounds.

19. An alternative to the restriction of development within the Safeguarding Areas is the extraction of minerals prior to development - policy M5. Mineral extraction can, however, take several years to complete and may involve lowered land forms and altered water tables. In the case of built development, these factors may result in the prior extraction of minerals being unfeasible.

20. The UDP also contains a policy on “Borrow Pits”, (Policy M7) defined as a temporary mineral working used solely to supply material to a specific construction project, particularly roads. This policy allows mineral extraction to take place, in certain defined circumstances, on land which is not designated for mineral extraction. Borrow pits will only be permitted where a clear environmental/amenity gain over alternative sources of supply can be demonstrated. Consideration will therefore be given to any proposals for borrow pits in the redevelopment of the Airfield site.

Leisure

21. Proposals for leisure development will be subject to the relevant policies in the UDP. The Council's strategy for recreational and leisure uses is covered by policies SRL 1, 2 and 3. The use, including retention, of part of the site for leisure and/or recreational uses for the local community is likely to be supported by the Council.

DEVELOPMENT GUIDELINES AND REQUIREMENTS

22. This section identifies the opportunities and constraints for continuing the use of the site for flying uses in accord with UDP policy T36. UDP policy supports the commercial air use of Finningley. The closure of the base by the Ministry of Defence has brought the implementation of that policy closer. This section describes the main issues of the site for commercial use and the guidelines for its development as such.

23. The site benefits from having a large land area with a considerable amount of infrastructure already in place. Also, as an existing airfield, the environmental impacts arising from new development are likely to be considerably less than with a green-field site.

24. The airbase could therefore be a suitable location for a range of other uses including air uses, employment, residential, institutional, etc., subject to the relevant UDP policies being met and not compromising other UDP proposals.

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Links to the Primary Road Network

25. Doncaster occupies a strategic location on the national motorway network. It lies adjacent to the cross-roads of the M18 and the A1(M). Further to the north, the M180, a designated European route, links the area to the Humber Ports.

26. Access to the A1(M) can be gained via A638. The M18 is accessed via Doncaster town centre. The A614, which runs close to the site, provides a link north to both the M18 and the M180 (the Tudworth Interchange), and then on to the M62.

27. The UDP includes a proposal (policy T2(13)) to link the A614 to the M18 at junction 4. The Highways Agency have stated that they would not be opposed to a connection to junction 4 of the M18 but a Traffic Impact Assessment would be required to fully assess the implications of traffic generation on the operation of the motorway junction and the mainline of the motorway.

Capacity of the Local Road Network

28. Historically there has been a considerable amount of development at the Airfield served by the existing road network. Immediately prior to its closure some 1600 people were employed at the site. However at its peak over 3000 persons were employed at the site. Traffic to any development is likely to gradually build up over time. Appropriate investment in the road network will be necessary to accommodate increased traffic flow. Specific proposals will be examined on their merits in relation to highway requirements. In addition traffic growth will be dependent on the success of public transport facilities provided. Travel patterns and public transport infrastructure will need to be provided and monitored to establish when road and other transport improvements are needed.

29. Monitoring of noise impact will be needed to determine current and future noise levels. The location of noise monitoring stations have been established.

30. Furthermore there is the potential to make improvements to the existing road network, which will increase the capacity of the airbase to accommodate new development in the short term without major new road links. Specific proposals will be examined on their merits in relation to their highway requirements.

31. It is the council's intention to encourage the use of public transport through Policy ST4 of the UDP. Upgrading of public transport facilities in association with development proposals may therefore provide an opportunity to ameliorate some pressures on the highway network.

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Land Use Proposals for the Finningley Airbase

32. Drivas Jones put forward land use proposals for the airbase in March 1996. These were then tested through the public consultation process in spring 1996 and again in spring 1999. These land use proposals and public consultation continue to guide development as shown in Plan 5. Development proposals for the Airfield will be considered in the context of both the principal objectives, specific policies of the UDP and current Planning Policy Guidance.

Acceptable Land Uses

33. The acceptable land uses for each zone (shown on the plan attached at Appendix 5) are set out below. Other uses within the zones will be considered where they are ancillary to the operation of airport use or where they are to provide access to the operations of the site.

34. Zone 1 30.88 hectares (76.3 acres)

Residential use to be retained. UDP Policy PH11 (Residential Policy Area) will apply to the existing residential areas.

35. Zone 2

Woodland use to be retained. UDP Policy ENV4 will apply.

36. Zone 3 0.9 hectares (2.23 acres)

Sewage works UDP Policy ENV4 will apply.

37. Zone 4 1.01 hectares (2.5 acres)

Retail and/or residential use. UDP Policies PH11 and SH7 will apply.

38. Zone 5 13.15 hectares (32.5 acres)

The following other land uses are likely to be acceptable in principle, subject to satisfying other relevant policies of the UDP:

employment uses;

education/training;

local community leisure and recreation; and

service and other commercial uses to serve other development on the site and the immediate locality, but not including retail development unless ancillary to airport use or to serve immediate local need.

39. Zone 6 313.23 hectares (774 acres)

Investigations on the commercial potential for the future use and viability of the airfield as a civilian airport are continuing.

DONCASTER COUNCIL WILL SUPPORT THE RETENTION AND IMPROVEMENTS TO FINNINGLEY AIRFIELD TO ACCOMMODATE COMMERCIAL AVIATION

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40. Finningley airfield has the physical potential to develop into a sub-regional airport. Its development would complement the other elements of Doncaster's road, rail and canal transport infrastructure, especially its links with Europe and beyond.

WITHIN THE AIRPORT BOUNDARY DEFINED ON THE LAND USE PLAN AS ZONE 6 AIRPORT OPERATIONAL AND RELATED DEVELOPMENT WILL NORMALLY BE ACCEPTABLE.

41. Finningley airfield could bring vital economic benefits to Doncaster and provide important transport links to Europe and other parts of the UK. It will be essential to ensure that the future operational needs of the airport can be accommodated but it is also necessary to minimise any adverse visual and environmental impact. Consequently an airport boundary has been drawn, within which development for airport operational purposes, including ancillary development, will normally be acceptable and a Surface Access Strategy and Environmental Management required as described in the section Planning for Major Development.

42. Zone 6 comprises the runway, taxiways, and associated aircraft dispersal/servicing areas. I may be possible to re-use existing land and buildings, such as hangarage, for air related uses or other purposes. The area is suitable for an airport terminal, employment uses associated with airport activities and transport infrastructure. In order to control visual and land use impact any non technical airport development will be restricted to south and south west of the hangarage area as shown on plan 5.

43. In the event that a viable proposal for airport use for the site is not forthcoming, any proposals for this area will be considered against existing UDP policies.

44. Where proposals generate substantial traffic movements, improvements to the existing access and highway network will be required.

45. Zone 7 2.63 hectares (6.5 acres)

Landscape buffer including screen planting and church.

46. Zone 8 15.48 hectares (38.25 acres).

Detailed planning guidelines will be prepared by the Doncaster Council for this area prior to any detailed planning consent being granted in accord with UDP policies. The area should provide a mixed use area consisting of the following uses;

5.97 hectares open space consisting of the present open space provision or an equivalent area aimed at serving the former RAF housing areas including leisure/recreation uses. The open space should be provided by the developer, laid out and maintained to the satisfaction of Doncaster Council,

new build residential use and open space in accord with RL4 and PH19, strategic rail access corridor into the technical site, railway station with a park and ride facility, landscaping, noise and visual buffer areas, B1 business uses.

Uses on the site including interim uses will have regard to:

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UDP Policy PH9 which restricts new housing development within 400m of sewage treatment works,

the adjacent railway and proposed link into the technical area to facilitate rail access

surrounding land uses,

affordable housing policies as stated in UDP Policy PH19,

other relevant UDP policies.

47. Interim Uses

The Local Planning Authority will consider interim uses in Zones 8 (except the current 5.97 hectares of open space) 5 and 6 on their merits, having regard to the policies contained in the Planning Brief, the UDP, and the Council's strategy to facilitate a commercial airport on the site.

Where proposals generate substantial traffic movements, improvements to the existing access and highway network will be required.

PLANNING REQUIREMENTS FOR MAJOR DEVELOPMENT

48. The section outlines the requirements that major developments, such as an airport, will need to address.

Surface Access Strategy

49. Proposals for an airport will need to be supported by a Surface Access Plan. This will need to address the amount, type, origin and modal split of journeys to the site. The plan will need to include a clear indication of the time table for the implementation of the elements of plan. The Plan will need to be developed in consultation with The Local Planning Authority, South Yorkshire Passenger Transport Executive, The Local Highways Authority and the Highway Agency. The plan should be consistent with the provisions of the Unitary Development Plan and the emerging Local Transport Plan.

50. The objectives of the surface strategy will be to achieve the following;

encourage use of environmentally friendly modes of transport,

maximise access to the site by public transport,

minimise impact of transport on local communities,

minimise impact of transport on the natural environment,

ensure highways are designed and utilised to appropriate standards,

secure implementation of highway improvements as and when necessary

secure implementation of public transport provision in the Borough, to serve the development of the site.

maximise best use of existing transport facilities.

create a link between the airbase site and the Doncaster Interchange.

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In order to meet the above, the Surface Access Plan will need to include the following provisions:

Highways

51. It is likely that proposals for the site will generate significant traffic movement. The traffic movement will be generated by local traffic (employees etc.) and strategic traffic linking to the motorway network. The effect of highway traffic and access requirements will impact on the environmental quality of the area and any excess of the present capacity of the existing road network system will need to be addressed through a Transport Impact Assessment and Environmental Assessment. Proposals to overcome these will need to be progressed with the Highways Agency, Local Planning Agency and the Local Highways Authority. Major proposals for development on the airfield will require a Traffic Impact Assessment.

52. The Surface Access Plan will include proposals for;

a highway link from the airbase site to the M18 making use where appropriate of the existing strategic highway network in order to protect existing communities,

improvements to the strategic road network and when they will be provided,

what improvements will be made to the local road network and when they will be provided,

access arrangements into the site,

circulation of traffic within the site,

provision of car parking within the site and external to this site,

a programme for implementing the above and identifying interim measures that are needed to reduce traffic impact from airport or interim uses.

Public Transport

53. In respect of major development proposals, particularly for Airport development, the developer will need to include proposals for improving/upgrading public transport to the site. Proposals to overcome these will need to be discussed with the South Yorkshire Passenger Transport Executive and the Planning Authority and the local Highways Authority

54. The Surface Access Plan should include proposals for:

demonstrating how bus transport will be utilised to maximise passenger/worker journeys to the site by bus. These proposals should demonstrate how they will link with the Doncaster Interchange to improve public transport accessibility,

include a Green Transport Commuter Plan,

the funding of public transport services until such time as they can be provided commercially in accord with the objectives of the Green Transport Plan,

demonstrating how the rail facilities in the Borough will be utilised to maximise passenger/worker and freight access to the site by rail. These proposals should demonstrate how they will link with the Doncaster Interchange to improve public transport accessibility and for freight show links to Doncaster Railport,

providing a rail station on the Doncaster - Lincoln Line,

providing a direct rail access into the site to the airport terminal and transhipment

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facilities and when this will be provided,

how park and ride facilities are to be included within the development,

a programme for implementing the above and identifying interim measures that are needed to maximise accessibility by public transport from the initial establishment of the airport or interim uses,

links to the East Coast Main Line Railway.

55. Public transport infrastructure should be provided in accord with

Guidance on Airport Transport Forums and Airport Surface Access Strategies published by the DETR, and

best practice advice such as Planning for Public Transport in Developments published by the Institution of Highways and Transportation.

Environmental Management

56. The Environmental Scoping Report undertaken by the Institute of Environmental Assessment (Appendix D) provides a baseline of any environmental assessment that is to be undertaken. In order to manage the impact of noise and vibration, the developer will be expected to put forward management regimes covering;

the number and aircraft types using the airport;

the number of movements

the hours of operation;

the effect of any night operations will be minimized;

the implementation of differential landing charges

the implementation of a noise monitoring and track keeping system;

the use of ancillary power units;

maintenance work;

the establishment of an Airport Consultative Committee;

a sound insulation scheme.

Principal concerns that the management of environmental need to include are:

Air Quality

57. The following matters should be included:-

The developer shall ensure that air/ground operations and road traffic are subject to measures to mitigate ant effects which may adversely affect air quality in the area and do not exceed the UK Government’s Air Quality Objectives which may be in force at the time.

Measures as to how emissions will be minimised.

58. The developer shall ensure that any adverse impact on residents is identified and that measures are put forward to mitigate any adverse impact by noise and vibration from the following:-

ground operations noise (including ancillary activities),

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airborne noise from day and night flights,

road traffic noise,

rail traffic noise,

noise emanating from built development,

construction noise, and

the impact from the combined sources.

59. These will be assessed against nationally recognised criteria which have been commonly used in other UK locations. The developer will be expected to put forward measures to mitigate any adverse noise and vibration impacts.

Health Impact

60. An independent assessment of the health impact of the proposals should be undertaken, and any necessary measures taken to alleviate the impact of a airport on the health of local communities.

Contaminated Land

61. The developer shall ensure that any contaminated land on site shall be remediated to the end use standard in accordance with criteria set by the Inter-departmental Committee on the Reuse of Contaminated Land.

Landscape Plan

62. The developer will provide a full landscape assessment of their proposals. Of particular concern are;

maximum retention of existing mature trees and open space areas;

the screening and protection of surrounding residential areas from commercial activities;

avoiding visual intrusion of commercial activity into the surrounding landscape especially from sensitive locations eg. residences, schools, historic buildings, strategic road network;

effect of lighting, communication and navigational equipment.

visual effect of aircraft both flying and stationary

63. The developer will take account of the landscape assessment and provide a landscape plan. This will include landscape proposals that will improve the landscape quality of the area and mitigate adverse consequences of the development.

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Design Quality

64. Proposals for an airport terminal and ancillary buildings will be required to be of a high standard commensurate with the potential status of the site as a landmark and entry point into Yorkshire and the region. All buildings should be designed and located to ensure high standards of design, energy conservation and regard to their visual impact. New buildings and the refurbishment of existing buildings should respect their surroundings with layout, siting, form, scale, detailing, and materials being appropriate to the character and function of the site.

Economic Development and Regeneration

65. Developers will be expected to demonstrate how their proposals will benefit the regeneration of the local, sub-regional and regional economy. Their assessment will need to demonstrate the impact on unemployment levels, migration, types and number of new jobs to the local economy including primary and secondary jobs. The impact on the regional economy should also be evaluated.

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