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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.

M A S T E R P L A N 2 0 3 0

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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

M A S T E R P L A N 2 0 3 0

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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

M A S T E R P L A N 2 0 3 0

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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

M A S T E R P L A N 2 0 3 0

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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

M A S T E R P L A N 2 0 3 0

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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.

M A S T E R P L A N 2 0 3 0

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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

M A S T E R P L A N 2 0 3 0

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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

M A S T E R P L A N 2 0 3 0

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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

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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

120

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

M A S T E R P L A N 2 0 3 0

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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.

M A S T E R P L A N 2 0 3 0

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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