Cornwall Airport Newquay Masterplan 2015 - 2030

Transcription

Cornwall Airport Newquay
Masterplan 2015 - 2030
DOCUMENT CONTROL
Rev Date Description
By
P8
HLM
25/08/2015
Final Issue
Cornwall Airport Newquay Artist's Impression - 2030
Site Address
St. Mawgan
Cornwall
TR8 4RQ
Client
Aerohub at Cornwall Airport Newquay
Cornwall Development Company
Pydar House
Pydar Street
Truro
Cornwall
TR1 1EA
Masterplanners:
HLM Architects
Masterplan | 2015–2030
CONTENTS
List of Figures
Foreword
1
Executive Summary
3
1.0 Introduction
10
8.0 Surface Access Strategy
66
1.1
Airport Owner and Operator
11
8.1
Summary View
67
1.2
Purpose of the Masterplan
12
8.2
Access Strategy
69
16
9.0 Environmental Impact Summary
72
17
9.1
Sustainability Appraisal Summary
73
18
9.2
Strategic Drainage & Surface Water
76
19
9.3
Biodiversity Action Plan (BAP)
78
20
9.4
Noise 78
23
9.5
Lighting 79
32
9.6
Airport Emissions
80
9.7
Local Air Quality Assessment
80
33
9.8
Energy Use at the Airport
81
Energy Supply
82
3.0 Strategic Importance of
3.2
How Connectivity Affects Growth
33
9.9
3.3
Aerohub Enterprise Zone and Aerospace
33
10.0 Mitigation and Monitoring
84
10.1
85
Sector
4.0 Airport Passenger Growth
Forecasts
38
4.1
Regional Approach
39
4.2
Cornwall Airport Newquay Aviation
39
Capacity and Traffic Growth Forecast
4.3
Terminal Capacity Study Summary
42
Mitigation and Monitoring
11.0 Future Growth Framework
88
11.1
Development Opportunities
89
11.2
Development Zone Framework Plans and
92
Conditions Table
11.3
Airport Development Strategy
111
11.4
Airport Development Strategy 0-5 years
111
11.5
Airport Development Strategy 5-15 years
112
5.0 Economic Impact
44
5.1
Economic Impact Assessment
45
11.6
Costs and Revenues
112
5.2
Local Business Community
46
11.7
New Terminal Strategy
113
5.3
Tourism
47
11.8
Terminal Options Table
114
5.4
Aerohub – Aerospace and Wider Industry
48
11.9 Summary Trigger Flow Chart
126
5.5
Property Market Review and Analysis
49
6.0 Safeguarding Airport Operations 54
12.0 Community Engagement
Summary
128
6.1
Airport Safeguarding
55
12.1
129
6.2
CAA Requirements and Future Provisions
57
13.0 Conclusion & Recommendations 132
7.0 Infrastructure
60
7.1
Constraints
61
7.2
Assessment Categories
62
7.3
Building Condition Survey
62
7.4
Car Parking
63
Public Consultation Summary
Glossary of Terms
Continued overleaf
14.0 Appendices
14.1
Site Boundary and Development Zones
14.2
Development Zone 1
14.3
Development Zone 2
14.4
Development Zone 3
14.5
Hardened Aircraft Shelter Zone
14.6
North and Northern Loop Zone
14.7
Terminal Zone
14.8
Business Park (Phase 1, East and West)
14.9
Surface Access Strategy
14.10
Taxiway Study
14.11
Strategic Assessment
14.12
Historic Environment Assessment
14.13
Land Contamination Survey
14.14
Public Service Obligation Research Report
14.15
Surface-Water Management Plan
14.16
Cornwall Airport Newquay Noise Contours
14.17
Foul Drainage Strategy
14.18
Biodiversity Action Plan
14.19
Capacity Analysis
14.20
Air Quality Study
14.21
Carbon Footprint Study
14.22
Condition Surveys
14.23
Mapping of Services
14.24
14.25
Retail Revenue Generation Report
14.26
Development Zone Land Values
14.27
Lighting Strategy
14.28
Statement of Community Engagement
14.29
Statement of Reasons (LDO1)
14.30
Statement of Reasons (LDO2)
14.31
Cornwall Airport Newquay Safeguarding Map
14.32
Newquay Nav Aid Safeguarding Sketch
List of Figures
Figure 1 Location Context Plans
page 11
Figure 2 Site Ownership Plan
page 11
Figure 3 Enterprise Zone Boundary
page 25
Figure 4 Local Development Order Boundaries
page 29
Figure 5 Potential Companies/Focus Segments for Aerohub Development
page 35
Figure 6 Newquay Passenger Forecast Low/High Scenario Comparison Table
page 40
Figure7HighBaseandLowTrafficForecastsGraphforCornwallAirportNewquay
page 41
page 45
Figure 9 Top Five Domestic Regional Destinations for Tourists
page 47
Figure 10 Cornwall Airport Newquay Economic Impact Assessment 2030
Key channels of Impact July
page 48
Figure 11 NQY Local safeguarding zone
page 55
page 57
Figure 13 Views from the south of Masterplan area, looking towards DZ1,
wooded valley and Nimrod Hangar
page 74
Figure 14 Airport noise contours for summer 2030
page 79
Figure 15 CAL carbon footprint 2010–2012
page 82
Figure 16 Development Zones location plan
page 90
Foreword
Cornwall Airport Newquay (NQY) is a vital part of Cornwall’s transport infrastructure,
providing connectivity to and from Cornwall and is as essential as road and rail. The
Airport makes a significant economic contribution to the Cornish economy in terms of its
Gross Value Added (GVA) output, but also as a key site of employment providing many
skilled jobs and therefore Cornwall Council is committed to its sustainable development.
In the wider context of the aviation sector, NQY supports one of the largest aerospace
clusters in Europe with a number of global businesses operating from the Airport.
The Cornwall Airport Newquay Masterplan, which was approved and adopted by
Cornwall Council in June 2009, has been reviewed to consider the changes in the
aviation environment in recent years. The recent global economic recession, including
the worst downturn in aviation in the last three decades, had a significant impact on the
projections and plans contained within the 2009 Masterplan. The updated Masterplan
reflects these changes and outlines how the Airport can develop and grow over the next
15 years, and how it can be more commercially and environmentally self-sustaining.
The Masterplan explores the options available for the Airport to provide high quality
facilities, including the potential of a new passenger terminal site and a business
environment to meet modern aviation needs.
The Masterplan also identifies how the Airport can continue to help Cornwall’s economy
grow, through the connectivity of existing air services and the growth of new services,
whilst continuing the development of the site for aerospace businesses and other Airport
related business activities. The Aerohub Enterprise Zone(EZ), established in 2012, is the
only aerospace focused EZ and is a key consideration in the Masterplan.
Adam Paynter
Cabinet Member for Resources
Cornwall Council
1
Raglavar an Penntowl
Ayrborth Kernow Tewynblustri (NQY) yw rann vewek a isframweyth karyans Kernow, ow
provia mellow dhe ha dhyworth an Vro, hag yw mar essensek avel fordhow ha hensyow
horn. An ayrborth a wra kevro erbysek a vri dhe erbysiedh Kernow yn kever y eskorrans
Talvosogeth keworrys kowal (TKK), mes ynwedh avel le arvethow a vri ow provia lies sodh
sley aga gnas ha rag henna Konsel Kernow a omre dh’y dhisplegyans sostenadow. Yn
kettesten ledanna an barth ayrennans, NQY a skoodh onan a’n brassa kuntellva ayrefanvos yn Europa, gans niver a negysyow ollvysel a ober dhyworth an ayrborth.
Penntowl Ayrborth Kernow Tewynblustri, hag a veu komendys hag adoptys gans Konsel
Kernow mis Metheven 2009, re beu daswelys rag prederi a-dro dhe’n chanjyow y’n
kerghynnedh ayrennans yn bledhynnyow a-dhiwedhes. An kilans erbysiethek ollvysel
a-lemmyn, synsys ynno an gwettha treyl war-nans yn ayrennans y’n diwettha teyr
degvledhen, a’n jeva effeyth a vri war an darganow ha towlow synsys y’n Penntowl
2009. An Penntowl nowedhys a dhastewyn an chanjyow ma hag a dheskrif fatel yll an
ayporth displegya ha tevi dres an nessa 10 bledhen, ha fatel yll omsostena moy, hag yn
kenwerthel hag yn kerghynedhek.
An Penntowl a hwither an dewisyow kavadow may hallo an ayrborth provia komodytys
a gwalita ughel, y’ga mysk an possybylta a dyller rag termynal trethysi nowydh ha
kerghynnedh negys a gowlwul an edhommow a ayrennans arnowydh. An Penntowl
a aswon ynwedh fatel yll an Ayrborth pesya gweres erbysiedh Kernow may teffo,
dre junyans a wonisyow ayr a-lemmyn ha dre dhisplegyans a wonisyow nowydh, y’n
kettermyn ha pesya displegya an tyller rag negysyow ayr- efander hag aktivitys negys
kelmys dhe ayrborthow. An Barth Negysieth Ayrvoth, fondys yn 2012, yw an BN unnik hag
yw fogellys war ayr-efander, ha prederyans a vri y’n Penntowl yw.
Adam Paynter
Esel an Kabinet rag Asnodhow
Konsel Kernow
2
Executive Summary
Cornwall Airport Newquay is a vital part of Cornwall’s transport and economic infrastructure,
providing national and international connectivity to and from Cornwall. When combined with
road and rail, the Airport supports a more resilient transport system for Cornwall, providing speed &
choice for business, residents and visitors.
Cornwall Airport Ltd as operator and Cornwall Council as sole Shareholder of CAL and owner of the
asset have responsibility for operating and developing the Airport under the framework provided by
this Masterplan.
The Airport makes a substantial contribution of almost £50m to the Cornish economy in terms of its
Gross Value Added (GVA) output. Over 700 skilled jobs are directly dependent on the operational
Airport.
In the wider context of the aerospace sector, Cornwall Airport Newquay now supports one of the
largest aerospace clusters (outside Bristol) in the West of England with a number of global businesses
operating from the Airport. There are 14 companies employing 450 people on the Airport site.
The growth in jobs at Cornwall Airport Newquay is further supported through national economic
policy. The Airport was awarded Enterprise Zone (EZ) status in 2011 and Aerohub EZ became
operational in 2012. Since then, 8 new companies have created or safeguarded over 150 jobs. By
2030 over 2,200 jobs and £162m of GVA could be generated from the EZ including the developing
Business Park.
The recent global economic recession had a significant impact on aviation which experienced its
worst decline for over three decades impacting forecasted passenger growth and development
plans. This Masterplan has been developed against the back drop of domestic and global
economic recovery, and in particular an improving Aviation sector which will provide the
opportunity for sustainable growth at the Airport.
The plan provides a clear strategy for Cornwall
Airport Newquay’s development over the next
15 years. The Development Frameworks within
the plan provide a clear structure to support the
growth in passenger numbers, accelerate
delivery of infrastructure, create conditions that
will enable the existing aerospace cluster to
grow and attract new inward investment.
The Aviation Policy Framework (APF) sets out
the
Government’s
primary
objective
of
achieving long-term economic growth. The
aviation sector is recognised as a major
contributor to the economy and Government
policy supports growth in this sector within a
framework which maintains a balance between
the benefits of aviation and its costs,
particularly its contribution to climate change
and noise.
The Framework states that one of the
Government’s main objectives is to ensure that
the UK’s air links continue to make it one of the
best connected countries in the world. This
includes increasing links
3
to emerging markets so that the UK can compete successfully for economic growth opportunities.
To achieve this objective, the framework states that it is essential to maintain the UK’s aviation hub
capability and develop links from airports which provide point-to-point services, in a balanced way.
A key priority of the APF is to work with the aviation industry and other stakeholders to make better
use of existing runway capacity at all UK airports including:
• Encouraging new routes and services
• Supporting airports in Northern Ireland, Scotland, Wales and across England
• Ensuring airports are better integrated into the wider transport network
In line with the APF, the Masterplan provides evidence and guidance to the Airport and business to
develop strategies to:
• Support growth and identify the benefits of aviation to the Airport
• Ensure climate change impacts are considered
• Ensure noise and other environmental impacts are considered
• Work together with Cornwall Council and the community
• Plan for future development
The Masterplan has explored the options available for the Airport to provide high quality facilities,
including options for the development of the passenger terminal and creating a business
environment to meet modern aviation needs.
It identifies how the Airport’s current and
future (growth) connectivity can continue to
help Cornwall’s economy grow.
It also
identifies options for continuing development
of the site for aerospace businesses, achieved
through the promotion of the Aerohub Enterprise
Zone and other Airport related business activities,
whilst acknowledging the environment and
historic landscape in which it is situated.
The principles of the Masterplan can also be
considered
as
part
of
any
planning
applications required to further development
outside of the existing Local Development
Orders and within the site boundary.
A full Economic Impact Assessment was
undertaken to support the Masterplan. The
following key points summarise the added value
the Airport brings to Cornwall’s economy:
4
Aerohub – Aerospace and Wider Economic Growth
The sector-specific focus of the Enterprise Zone could generate high-value employment in the
economy, with more specific aviation profession salaries earned. According to data from the UK
Aerospace Industry Survey, average aerospace salaries are 50% higher than the UK gross mean
weekly salary.
Since 2012, Aerohub has attracted a range of companies to the site, in sectors mainly related to
aviation and aerospace, but also in more diverse sectors such as renewable energy.
Companies such as Apple Aviation, AgustaWestland, Patriot Aerospace, Bristow Helicopters,
Bloodhound, Ainscough Wind Energy Services and CIS are located at Cornwall Airport Newquay
Enterprise Zone and they all depend on the Airport and the connectivity it provides.
The new EZ companies employ 161 FTEs (December 2014) at Aerohub and have a combined
average salary of £33,408; this is considerably higher than the average salary in Cornwall (£17,344
ONS) and is representative of the salary levels for the types of employment created on site, which
include engineers, semi-skilled labour, aircraft technicians, quality managers and management
roles.
By 2030 it has been estimated that the EZ will grow as follows:
• Over a 1,000 jobs and £76m of GVA within the EZ Zones 1-3
• Over 1200 jobs and £86m of GVA in Phase 1 of the Business Park
Airport Development Strategy
As part of the Masterplan, mechanisms to improve standards and efficiencies have been
considered along with the assessment of economic outcomes. The growth forecast analysis,
terminal assessments and Development Zone frameworks within this plan have collectively provided
evidence to determine the strategies to implement.
To assess the options for development the work undertaken has been considered within the following
categories:
• Passenger Capacity
• Terminal Capacity
• Terminal Parking
• Airport Operational Equipment
• Transport–Surface Access Strategy (SAS)
• Property and Building’s Condition
• Environmental and other development constraints
• Access and services
• Supply and demand
• Planning
5
Airport Development Strategy 0–5 Years
Within the next five years it may be necessary to address the following:
• Operational Airport
- Undertake important operational regulatory requirements, and facility upgrades to
safeguard current Airport terminal standards
- Improve connections with business through promotion of facilities
- Implement small-scale Travel Plan measures to improve awareness of and connectivity to
the Airport
- Designate and safeguard a potential southern terminal location for long-term planning
- The management team to programme plans for growth
• Aerohub EZ
- Continued promotion of the Airport and the EZ to support the diversification and growth of
this nationally important asset as a place for aerospace inward investment and aerospace
growth
- Take Aerohub into next delivery phase – implementation and investment
- Support the Airport to attract, grow and secure long term investment
- Develop aerospace business space and wider economic activity thus reducing the
operating subsidy to the operator, which the owner currently provides
- Support the Airport operations to grow and promote business use of the Airport via
improved connectivity, in particular SME access
- Attract and grow important existing, emerging sectors and associated technologies such
as space and the UAS sector
- Accelerate programme of direct intervention to address skills gap
- Keep planning and investment Frameworks current
- Deliver infrastructure for growth
Airport Development Strategy 5–15 years
Within the next five to ten years it will be necessary to address the following:
• Undertake important operational regulatory repairs
• Carry out the remodelling of small areas of the existing terminal to accommodate
passenger growth and to maintain a positive passenger experience
• Improve connections with business to aid commerce
• Implement wide-scale Travel Plan measures to accommodate assumed increased
traffic resulting from improved passenger and commercial activity
6
• Further assess and plan a potential southern terminal for future delivery
• Continue management programme of planned growth
• Continue to promote the benefits associated with the Airport as an aviation hub
Costs and Revenues
Cost analysis and a market evaluation has been undertaken for each of the Masterplan
Development Zones as an aid to focus potential revenue generation and delivery of economic
outcomes.
By using income forecasts and by identifying potential funding opportunities from European, central
Government and local council resources, specific business opportunities can be progressed to
support the aspirations of this Masterplan.
The more certain the Masterplan development strategy can be, the more investment opportunities
can be sought. The development zone strategies, Aerohub EZ and the LDOs offer a framework
for growth and investment and collectively these provide financial incentive tools to facilitate the
growth of the Airport.
New Terminal Strategy
An appraisal of the future location of the terminal captures the key trigger points associated with the
development options available. These are tabulated in the main Report and can be summarised as:
• Option 1a - Do nothing, minor repairs to terminal, retain in its current location
• Option 1b - Minor refurbishment and expansion of terminal to meet needs of capacity
forecast
• Option 1c - Expansion of existing terminal location to improve space standards
• Option 2 - New southern terminal to future-proof terminal standards at a regional level,
to help facilitate a business environment and to present the Airport as an aviation and
aerospace hub
In order to process the decisions required to maintain and future proof the Airport, the option
assessment has been categorised into the following actions:
• NO CHANGE - Operation and function of Terminal building and equipment meets
current passenger numbers
• ASSESSMENT STUDY - Commissioning of work to assess, design and cost the changes
required to meet increased passenger numbers
• IMPLEMENT - Assessment study projects to be planned, undertaken and phased, to meet
increased passenger numbers and promote further growth
Based upon the analysis undertaken in preparing the Masterplan, over the remaining period to
2030 the terminal will remain in its current location. Passenger numbers are forecast to increase,
which is likely to place further pressure on the existing terminal building in its current form. However,
through careful management and the implementation of measures to improve the existing facilities,
passenger numbers at the existing terminal are able to double from their current level before
reaching a critical capacity point.
7
Community Engagement Summary
Cornwall Council (CC) supports a proactive approach to public consultation and the Council’s
policies and commitments to consultation are set out in their own Statement of Community
Engagement.
As part of the overall development of this Masterplan a consultation strategy was developed to
set out how and when the Airport’s stakeholders and wider community could become involved.
Embodied within the commitment by CC to seek the views of both stakeholders and the wider
community on major projects such as the Airport’s development, is the desire to work with those
directly affected by the proposed development.
The process has followed the fundamental principle that the Masterplan represents a partnership
approach to development management. This requires an approach to consultation which seeks
support and ownership for the concept of the Masterplan and its objectives, both among the
participants and the community’s wider stakeholders.
The Masterplan was presented for public consultation over a 7.5 week period commencing on 30th
November 2014 and ending on 23rd January 2015.
The majority of respondents (56%) were positive about the Airport Masterplan and were supportive of
its proposals, 28% were neutral in opinion and 16% raised objections/concerns. All of the comments
received have been considered as part of this Masterplan.
This Masterplan outlines the options for the development of Cornwall Airport Newquay supporting
passenger growth and the development of aerospace activity.
8
9
1.0
Introduction
1.1 Airport Ownership and Operator
1.1.1 The freehold of Cornwall Airport Newquay (NQY) is owned by Cornwall Council (CC); the
Airport is operated under a long lease by Cornwall Airport Limited (CAL), a company in which CC
has a 100% shareholding.
N
Figure 1 Location Context Plans
Figure 2 Site Ownership Plan
11
1.2 Purpose of the Masterplan
1.2.1 The revised Masterplan examines the future infrastructure and terminal capacity requirements
and land use and development opportunities at NQY covers the period 2015–2030.
1.2.2 The aims and aspirations of the Airport Masterplan, approved by CC in June 2009, were
significantly affected by the global economic downturn which occurred soon after its adoption and
by the consolidation and regulatory changes in the industry which accompanied it. The overall effect
was material, largely negative changes to the sector in the UK and internationally that fundamentally
changed the environment in which the Airport operates.
1.2.3 The conditions and assumptions which underpinned the 2009 Masterplan have therefore
had to be up-dated to reflect the new economic, regulatory and fiscal realities. Key areas of the
Masterplan which have been updated as a result of this review include:
Passenger Growth and Future Development
1.2.4 The quantum and trajectory of passenger growth envisaged has been materially downgraded with the result that any short term requirement for a new terminal can be deferred.
1.2.5 Looking forward, the rate of development provided for in the Masterplan needs to reflect
lower passenger growth rates and more modest development expectations.
Economy
1.2.6 A number of documents have been reviewed during the development of the Masterplan and
the major changes to the wider economy since 2009 have been taken into account. These include:
• DfT Aviation Policy Framework (March 2013)
• National Planning Policy Framework (2012)
• Cornwall Council Core Strategy/Local Plan (November, 2012)
• Cornwall Council Economic White Paper Review (October, 2012)
• Passengers Carried and Forecast (Newquay Cornwall Masterplan, 2008)
• Cornwall & Isles of Scilly Local Enterprise Partnership (LEP) Strategy (2015-2030)
• Cornwall Airport Limited Business Plan (2012-2015)
• Market Assessment and Traffic Forecast (RDC Aviation, May 2013)
• Aerohub Enterprise Zone Implementation Plan (January 2012)
• Market Assessments for the Aerohub Business Park (Roger Tym & Partners 2012)
12
Aviation Policy Framework
1.2.7 The Aviation Policy Framework (APF)1 sets out the Government’s aviation policy - in the
context of the contribution the industry can make to achieving long- term economic growth. The
aviation sector is recognised as a major contributor to local regional and national economies and
the Government states that it would support its continued growth within a framework that maintains a
balance between the benefits of aviation and its costs, particularly its contribution to climate change
and noise.
1.2.8 The APF is clear that one of the Government’s strategic aviation objectives is to ensure that the
UK’s air links continue to make it one of the best-connected countries in the world. This includes not
just domestic and short haul links, but also enhancing the network and frequency of services to
emerging markets so that the UK can compete successfully for economic growth opportunities.
To achieve this objective, the APF states that it is essential both to maintain the UK’s aviation hub
capability and develop links from airports which provide point-to-point services and that this should
be done in a balanced way.
1.2.9 An important priority of the APF considers that industry and other stakeholders should work
together to make better use of existing runway capacity at all UK airports including:
• Ensuring that airports are better integrated into the wider transport network
1.2.10 The APF offers policy guidance on the issues that should be addressed by airports in their future
masterplanning, encompassing:
• Forecasts
• Infrastructure proposals
• Safeguarding and land property requirements
• Surface access initiatives
• Impact on people and the natural environment
• Proposals to minimise and mitigate impacts
These impacts are considered in Sections 4-9 of this document.
1.2.11 In line with APF1 requirements, this report will be used to provide evidence and guidance to the
Airport and prospective businesses to develop strategies to:
• Ensure climate-change impacts are considered
• Work together with Cornwall Council and the community
1
Aviation Policy Framework, Department for Transport (DfT), March 2013
13
Airport Masterplans
1.2.12 The Government believes that the preparation of Airport Masterplans will offer a range of
wider benefits in addition to their value in informing the planning process. The benefits, articulated by
the APF22 include:
• Providing an indication of an airport operator’s plans for infrastructure development in
light of the high-level strategic policy framework, and therefore bringing greater clarity
and certainty for all those affected or with an interest in the development
• Informing long-term resource planning for local and regional players, particularly in the
preparation of strategies and local plans
• Providing a useful tool for communicating the potential of the Airport to a range of
stakeholders, including airlines, funding institutions, the local authority and other local
parties, which allows them to make well-informed investment decisions
• Helping airport operators to make clear at an early stage the key milestones of their
development projects that align to their growth strategy
• Providing a consistent and publicly recognised vehicle for the Government, devolved
administrations and their agencies to assess progress being made in delivering the
Government’s APF at each airport
• Demonstrating the range of costs and benefits of Airport growth
• Enabling airport operators and others to assess local social and environmental impacts
(including those arising from land take and habitat loss) and providing an opportunity to
develop preliminary proposals on how those impacts could be mitigated
The Masterplan Response for Cornwall Airport Newquay
1.2.13 The Cornwall Airport Newquay Masterplan has been developed over a period of time. A
high-level assessment of all baseline material relevant to the physical conditions of the Airport has
been undertaken. These include studies of the current context, survey data, land ownerships, local
economic and social factors, aviation forecasts, local impact and mitigation, viability of moving
the terminal building, a risk assessment and costing. In addition, stakeholder engagement has been
undertaken, as recorded and summarised in appendix 14.28.
1.2.14 Using these studies and consultations as a foundation, this Masterplan has been produced.
Potential low, medium and high passenger growth scenarios have been considered for the terminal
and a series of Masterplan frameworks have been generated. These provide information to support
the Airport Owner (CC) and the Airport Operator (CAL) to structure future investment. The intention
is to maintain the Airport standards despite changing demands, and to meet future development
needs within the site.
1.2.15 This Masterplan provides a new strategy that will assist the Airport through its next phase of
development and growth.
1.2.16 This Masterplan is flexible and relevant to the Airport’s life through 2015–2030, considering a
number of economic scenarios that may affect the development of the Airport. Any actions required
to maintain its relevance have been identified and should be undertaken as part of the Airport’s longterm development.
2
‘Aviation Policy Framework’, Department for Transport (DfT), March 2013, pg69, para4.11
14
15
2.0
General Background
2.1
History of Cornwall Airport Newquay
2.1.1 The former Cornwall County Council took over responsibility for the civil passenger terminal
(enclave) operation at the Airport in April 2004 from Restormel Borough Council. Until the end of
2008, the Airport at Newquay operated as RAF St Mawgan, which included a small civilian airport
enclave that offered commercial air services for more than forty years.
2.1.2 Cornwall County Council (now CC) together with other partners took the bold and farsighted strategic step to acquire the airfield from the MoD, (following the MOD’s decision to close
the RAF station in 2006) and invest in the site to maintain commercial flying at what amounted in
licensing terms to a new civilian airport.
2.1.3 A transition project to upgrade the infrastructure to comply with regulations required for a
licensed civilian Airport from the Civil Aviation Authority (CAA) was undertaken. This included a
new air traffic control landing system and tower, new aerodrome lighting a new runway surface,
improvements to the terminal building and a new Fire and Rescue station.
2.1.4
The key milestones were as follows:
2006
MoD confirms intention to cease military flying
Airport defined as not fit for civilian purposes
2006–11
Cornwall (County) Council five-year development plan established
CAP 168 transition works Identified 2006
Interim Development Strategy 1 (IDS) instructed and completed 2008
2007
IDS 2 instructed and completed 2009
2008
IDS Plus instructed
Transition works completed and CAA licence granted
Masterplan 2008–2030 completed
2.1.5 The principal funding
partners (Cornwall Council,
South
West
Regional
Development
Agency
(SWRDA) and European
Regional
Development
Fund (ERDF) (Objective 1
and
Convergence)
invested over £60m in the
Airport
to
deliver
this
programme.
Newquay Airport - 2001
17
2.2
Airport Masterplan Update and Vision
2.2.1
The vision for the Airport as articulated in the 2009 Masterplan document was for:
‘The creation of a safe, secure, efficient and commercially successful regional Airport
at the centre of an aerospace cluster of aviation related and associated activities,
which acts as a key driver of the whole Cornish economy and a strategic employment
area designed the best sustainable development principles, offering a model for
other regional airports to aspire to’. 3
2.2.2 This remains a succinct statement of the Council’s aspirations for the Airport and those of its
key stakeholders. With this in mind, the Airport already offers or benefits from a number of unique or
beneficial features, including:
• One of the longest runways in the UK at 2,744m
• A State-of-the-art operational civilian Airport with Cat III ILS, modern radar and air traffic
control and model fire and rescue and training ground assets
• An unparalleled aviation environment providing uncongested and unrestricted
airspace with direct access to North Atlantic
• Ready access to both maritime and land-based environments
• A UK Government EZ, with European and other financial support and incentives available
• A growing aerospace cluster, dovetailed within a globally significant network of such
companies based in the South West of England and Wales.
• Good surface transport access
• A committed airport owner and strategic stakeholder group
2.2.3
3
Since 2009, a number of further initiatives have been completed successfully:
2009
North Hangar 2 completed
2011
Southern Access Road (SAR) completed
2012
Local Development Order 1 granted
2013
Local Development Order 2 granted
2014
Business Park phase 1 access and services commenced
2015
Masterplan 2015 –2030 approved
‘Newquay Cornwall Airport Masterplan 2008 - 2030’, Cornwall Council, 2008, para2.2
18
2.3
The Airport Today
Passenger services
2.3.1 In the calendar year 2013, the Airport was used by around 185,000 passengers (significantly
down on its summer 2008-09 peak). The downward trend was finally reversed in 2014 (after a great
deal of hard work by the Airport’s management and Board and unwavering support from its owner
and supporters,) when passenger numbers increased by 20% to over 220,000. The forecast for 2015 is
circa 250,000.
2.3.2 The stronger performance in 2014 was mainly due to increased demand on the daily services
to and from London Gatwick and Manchester. Over 100,000 of the total passenger throughput in
2014 flew between NQY and London Gatwick on the regular scheduled service operated by
Flybe. But NQY-Manchester and summer services between NQY and Birmingham and Liverpool
were also extremely popular.
2.3.3 The Gatwick service is operated under a public service obligation (PSO) with 3 daily
departures to and from NQY year round. The service allows travellers the convenience of being
able to get to and from London within the same day.
2.3.4 In 2015 Flybe commenced, as part of its summer schedule, a daily service between NQY and
London Stansted and a new airline to the Airport (Aer Lingus) introduces a direct service to and from
Dublin, with flights up to 5 times weekly (in the peak summer months). The additional route/
destinations to NQY mean regional connectivity is bolstered the onward connectivity offered by
hubs and their airline partners.
2.3.5
NQY currently offers scheduled flights to:
• Belfast City
• Birmingham International
to LAPLAND
• Dublin
• Dusseldorf
• Edinburgh
Charter Holidays
• Isles of Scilly
• Liverpool
DUBLIN
• London Gatwick
(Public Service Obligation secured)
LONDON STANSTED
• London Stansted
• Manchester
• Newcastle
Other Aviation Activities
60 MINUTES FREE CAR
PARKING FOR ALL VISITORS
THE LOUNGE
2.3.6 There are a number of other aviation activities
which operate alongside
CAR the
HIRE passenger
GIFT SHOP
operation – these include rotary training, executive/general aviation, commercial airline training,
military training as well as humanitarian flying operations
(e.g. aid
flights and the Cornwall Air
BOOK CAR PARKING
ONLINE
Ambulance).
ONSITE TAXI SERVICE
Passengers with Reduced
Mobility Service
19
2.4
Benefits of Aviation
2.4.1 A recent report4 that sought to quantify the economic value of the UK’s aviation ‘sector’,
taken here to encompass UK airlines, airports, other related ground-based and air traffic
management infrastructure and aerospace manufacturing, confirmed again previous analysis that
as an industry aviation generates substantial benefits to the UK’s economy. The report highlights that
in 2012 the aviation sectors contribution to:
• UK GDP of £51.966 billion, which equates to 3.4% of the total UK economy, with the largest
single contribution coming from Airports and ground services, closely followed by
aerospace and then airlines
• UK employment is 961,000 jobs (3.3% of the UK total), with Airports and ground services
contributing 433,000 jobs, aerospace 327,000 jobs and airlines 200,000 jobs
• Direct tax contribution (i.e. excluding corporation tax) is £8.683 billion
2.4.2 Comparable data for 2009 showed a contribution to GDP of £49.6 billion, jobs at 921,000 and
direct taxation of £7.9 billion; in other words an increase across all three main measures.
2.4.3 Connections to other airports, in the form of new routes and services, broaden a region’s
transport network providing catalytic as well as direct, in-direct and induced economic and social
benefits. In the case of Cornwall these arise as a result of Aviation facilities encouraging economic
growth, which impacts positively on Cornwall through;
• the increased productivity of local businesses and GVA
• improving access to import/export opportunities for both new and existing businesses
• creating opportunity for partnering and wider networking to maximise R&D and
investment in new markets, that might otherwise have not been possible
• t he encouragement of more skilled professionals into the area and making the training
of new/existing employees in manufacturing skills and technology businesses possible
• enabling access from tourism markets that might otherwise have been out of reach
• stimulating a buoyant travel culture for family and friends in the area
2.4.4 The Airport owner and operator are aligned to deliver economic and connectivity growth
and this Masterplan defines the framework to support this strategy.
2744 m
AEROHUB Cornwall
2588 m
RAF Leuchars
2311 m
Kinloss
2300 m
Llanbedr
2200 m
Stornoway
4
‘Economic Benefits Contribution from Air Transport in the UK’, Oxford Economics, November 2014
20
Local Economic Impact
2.4.5
In the case of Cornwall Airport Newquay, the Airport’s economic impact is summarised in
the following headlines from a recent study:
• There are 14 companies employing 448 people based at NQY
• Since its creation in 2012, the EZ has attracted 8 new companies creating or safeguarding
over 214 jobs
• 720 jobs including 136 Full-Time Equivalent (FTEs) employed by CAL are directly
dependent upon the Airport
• When indirect and induced jobs are included, 988 FTEs are dependent upon the Airport
• Overall economic impact of the Airport is currently around £48m net (£62m gross) a year
• £22.3m of GVA resulting from the tourist trips made through the Airport
• £22.2m of GVA resulting from the full time jobs supported by the Airport
Aerohub Enterprise Zone
2.4.6 Aerohub at Cornwall Airport Newquay is led by the Cornwall and Isles of Scilly Local
Enterprise Partnership and CC, as the owners of the Airport and surrounding land. The EZ designation is
essentially about supporting the Airport to attract ‘on site’ aerospace and related business that
will grow and secure long term investment and jobs. This will hopefully over time help to reduce the
operating cost support that Cornwall Council continues to provide to the Airport.
2.4.7
Expressed more formally, the principle objectives of the EZ are to:
• Enable Cornwall Airport Newquay and the EZ to support the diversification and growth
of this nationally important asset as a place for aerospace inward investment and
aerospace growth
• Support the Airport to attract, grow and secure long term investment
• Develop aerospace business space and wider economic activity thus reducing the
operating subsidy to CAL, which CC currently provides
• Attract and grow important existing, emerging sectors and associated technologies
such as space and the UAS sector
Good progress is being made and the high risk, but essential investment made by CC and other
partners is beginning to deliver material economic benefits that were always anticipated.
Companies like Apple Aviation, AgustaWestland, Patriot Aerospace, Bristow Helicopters Ltd ,
Bloodhound and CIS now call the EZ home and they all depend on the Airport and the connectivity it
provides. The average wage within these companies is almost double that of the Cornwall average.
2.4.8 Aerohub is the only aerospace focused EZ on an operational Airport in the UK and so
has a unique offer to the aerospace industry and aviation related companies looking for a wellconnected site with land for development. The EZ incorporates an area of 263Ha (650 acres) in 3
airside Development Zones and a major Business Park site. Local Development Orders (LDO) also
cover the EZ. NQY was the first in the UK to secure an LDO and consequently is one of the largest
planning-free development sites in the UK. Ultimately, it could accommodate over 186,000 m2
(2,000,000 ft2) of hangar space, offices and manufacturing and support 5,000 jobs.
21
2.4.9
By 2030 it has been estimated that the EZ will have generated:
• Over a 1,000 jobs and £76m of GVA within EZ Zones 1-3, and
An Exciting Future
2.4.10 There is clear evidence that having survived the economic downturn intact, there is
increasing evidence that Cornwall Airport Newquay has the potential to develop into a growing
cluster of high value economic activity, delivering real change to Cornwall’s economy and
providing well paid highly skilled work for the local community.
2.4.11 This Masterplan refreshes its predecessor. It provides an exciting, but realistic, strategy for the
Airport’s future development and a clear framework within which to continue recent successes by
attracting inward investment and accelerating infrastructure investment to underpin further growth.
22
2.5
Strategy Policy and Planning
There are a number of areas of national policy that are relevant to the Airport’s future development.
This section of the document reviews these and indicates how the Masterplan will help to ensure the
Airport responds to them effectively.
Aviation Policy
2.5.1 The Department for Transport’s (DfT) Aviation Policy Framework5 provides a sustainable
framework for UK aviation and focuses on the benefits of aviation as well as its environmental
impacts. A key priority in the short term (2020), is for the aviation industry and other stakeholders to
work together to ensure better use is made of existing runways at all UK airports. (See section 1.2.7).
2.5.2 The APF, recognises the very important role airports across the UK play in providing domestic
and international connections and the substantive contribution they can make to the growth of
regional economies. For more remote parts of the UK, such as Cornwall, aviation is not a luxury - it
provides essential connectivity.
2.5.3 Within its overriding philosophy of wanting to see the best use of existing Airport capacity, the
Government supports the growth of airports in Northern Ireland, Scotland, Wales and airports outside
the south-east of England, including Cornwall Airport Newquay. It emphasises that proposals for
expansion at regional airports should be judged on their individual merits, taking careful account
of all relevant considerations, particularly economic and environmental impacts.
2.5.4 The Department for Transport’s (DfT) ‘UK Aviation Forecasts’6 report, which accompanies
the APF, sets out projections for passenger numbers, air transport movements and aviation carbon
emissions at UK airports at different future time horizons. In summary it states:
• Demand for air travel is forecast to increase within the range of 1–3% a year up to 2050,
compared to historical growth rates of 5% a year over the last forty years
• Taking into account the impact of capacity constraints, passenger numbers at UK
Airports are forecasted to increase from 219 million in 2011 to 315 million in 2030
• The central forecasts of passenger numbers in 2030 represent a reduction of around 7%
from levels previously forecast by the DfT in August 2011 – this reflects revisions to the Office
of Budget Responsibility’s (OBR) forecasts for the UK economy and the Department of
Energy and Climate Change’s (DECC) projections of oil prices
• The major south-east airports are forecasted to be running at full capacity by 2030, but
this projection is by no means definitive, they could actually be at full capacity as soon
as 2025 or as late as 2040 – Heathrow remains, as now, full across all the demand cases
considered
• CO2 emissions from flights departing the UK are forecasted to increase from 33.3 Million
Tons of CO2 (MtCO2 ) in 2011 to 47Mt CO2 within the range 35–52Mt CO2 by 2050
2.5.5 The National Connectivity Task Force was established to develop proposals for how air links
from the UK’s nations, regions and Crown Dependencies to London and the major airports serving
London and the South East Region could be improved. Their report7 ‘Air Connectivity Matters –
Linking the Nations and Regions of Britain to London and the Wider Global Economy’ provide a
recommendation on how regional airports can improve connectivity. One of the concluding
statements in the report7 (section 12.1,viii) states: ‘Encouraging additional regional connections
from smaller UK regional airports to alternative international hubs (such as Amsterdam, Paris,
Frankfurt and Dublin) at viable business frequencies to take advantage of the capacity and
connecting opportunities for the short period while slots are available there’.
5
6
7
Aviation Policy Framework, The Department for Transport (DfT), March 2013
‘UK Aviation Forecasts’, Department for Transport (DfT), January 2013
‘Air Connectivity Matters - Linking the Nations and Regions of Britain to London and the Wider Global Economy’,
The Report of the National Connectivity Task Force, March 2015
23
Aerospace Policy
2.5.6 ‘Lifting Off - Implementing the Strategic Vision for UK Aerospace’8 was developed jointly
between industry and Government in the Aerospace Growth Partnership (AGP). The strategy sets
out a programme that is intended to secure the future of the UK’s aerospace industry over the next
decade; it is hoped that the strategy will capture the market opportunities from global growth in air
travel.
2.5.7
Amongst the stated objectives set out in the above documents, are:
• Ensure the UK remains Europe’s number one aerospace manufacturer and that it
remains second only to the United States globally
• Support UK companies at all levels to broaden and diversify their global customer base
• Provide long-term certainty and stability to encourage industry to develop the
technologies for the next generation of aircraft in the UK
2.5.8
The strategic priorities to support and develop the aerospace industry are:
• Technology – focusing on being quieter, greener, lighter and cheaper
• Supply chain competitiveness and manufacturing capability – focusing on being leaner,
cheaper, faster and better
• Skills – securing the knowhow of the future
2.5.9 Aerohub at NQY is the local delivery project for this national strategy, which aims to maximise
the use of nationally important asset by the aerospace sector. To achieve this, the continued
promotion of the Airport and the EZ is required to support the diversification and growth of the
Airport as a place for aerospace inward investment and growth.
2.5.10 The creation of Aerohub and this Masterplan contribute to the delivery of this policy
objective by the Owner and Operator facilitating growth of the Airport. Through implementation
and investment the following could be achieved:
• Support the Airport to attract, grow and secure long term investment
operating subsidy to the Operator which the Owner currently provides
• Attract and grow important existing and emerging sectors as well as associated
technologies such as space and the Unmanned Aerial Systems (UAS) sector
Economic Policy Support for Business Park
2.5.11 The Aerohub EZ is identified as a priority investment in the Cornwall and Isles of Scilly (C&IoS)
Strategic Economic Plan (May 2014) produced by the C&IoS LEP. The Plan covers the period 2014–
2020 and states that:
‘it expects that investment in Aerohub would unlock further growth of both the
aerospace and space sectors, including the Cornwall Institute for Advanced
Technology. An industry led training establishment’
It also states ‘we will support the progress of Cornwall Airport Limited and increase
aviation related usage on the Aerohub site’9
8
9
Lifting Off - Implementing the Strategic Vision for UK Aerospace’, Department for Transport (DfT), March 2013
‘Economic and Culture Strategy 2013-2030’, Cornwall Council Strategic Issue 2, Cornwall Connectivity, September
2013
24
Enterprise Zone Policy
2.5.12 The Airport is identified as one of twenty-six Government-backed sites in England that are
helping growth by offering high quality business incentives and world-class infrastructure.
2.5.13 Enterprise Zones (EZ) allow areas with real economic potential to create the new business
growth and jobs that they need, with positive benefits across the wider economic area. The core EZ
offer is around simplified planning and business rate reliefs in EZ areas, with the capability to develop
roles to address local economic challenges focused around:
• Maximising opportunity
• Minimising displacement
• Ensuring long-term viability and strategic fit
2.5.14 The new generation EZs reflect the Government’s core belief that economic growth and job
creation should be led by the private sector. Competition to attract foreign inward investment will
be highly valued, with the fundamental aim of creating new businesses and new jobs. To achieve
this Aerohub EZ will:
• Focus on investor engagement, business development and growth
• Work with industry in partnership to deliver investment
• Keep a competitive advantage
• Accelerate a programme of direct intervention to address the skills gap
• Keep planning and investment frameworks current
• Deliver infrastructure for growth: innovation/incubator provision, airspace, taxiways,
buildings, Airport/spaceport infrastructure, Business Park infrastructure and remove any
growth or development constraints
Figure 3 Enterprise Zone Boundary
25
2.5.15 ‘Aerohub at Cornwall Airport Newquay’ was awarded EZ status in August 2011 (through a
competitive bid process) and went live in April 2012.
2.5.16 In addition, section 5.17 of the APF10 provides support to deliver the aims of Aerohub, which
in turn will facilitate aerospace growth by attracting inward investment and other complementary
development at Airports.
UK Spaceport
2.5.17
‘Our plan is for Britain to have a fully functional, operating spaceport by 2018. This
would serve as a European focal point for the pioneers of commercial spaceflight
using the potential of spaceflight experience companies like Virgin Galactic, XCOR
and Swiss S3 to pave the way for satellite launch services to follow. It would also create
a centre of gravity for related technology and service businesses’11
– Robert Goodwill MP, Parliamentary Under Secretary, Department for Transport
2.5.18 NQY has been shortlisted by the UK Government as a possible location for a UK Spaceport,
which will make Cornwall a magnet for space and aerospace investment. The UK has an ambition
to capture 10% of a global space market, expected to be worth £400 billion by 2030. A key project to
realise this ambition is delivering a Spaceport in the UK by 2018.
National Planning Policy
2.5.19 The National Planning Policy Framework (March 2012) (NPPF)12 sets out the Government’s
principles for economic, environmental and social planning policy for England. The Framework
articulates the national strategy for sustainable development. The Government intends that this
vision should be interpreted and applied to meet local aspirations.
2.5.20 The NPPF states that the purpose of the planning system is to contribute to the achievement
of sustainable development (paragraph 6)12 and it is underpinned by a presumption in favour of
sustainable development (paragraph 14)12. The Government is committed to securing economic
growth in order to create jobs and prosperity, building on the country’s inherent strengths, and to
meet the twin challenges of global competition and of a low carbon future. The Masterplan will
enable the development of NQY, and support its sustainable growth.
2.5.21 This is supported on a national level,
identified in section 4 of NPPF ‘Supporting
sustainable transport’(paragraph 31), which
states ‘Local authorities should work with
neighbouring authorities and transport providers
to develop strategies for the provision of viable
infrastructure necessary to support sustainable
development, including large scale facilities
such as rail freight interchanges, roadside
facilities for motorists or transport investment
necessary to support strategies for the growth of
ports, airports or other major generators of travel
demand in their areas.’12
10
Aviation Policy Framework, Department for Transport (DfT), March 2013
11www.robertgoodwill.co.uk/
12
The National Planning Policy Framework, Department for Communities and Local Government, March 2012
26
2.5.22 Paragraph 33 goes on to state ‘When planning for ports, airports and airfields that are not
subject to a separate national policy statement, plans should take account of their growth and
role in serving business, leisure, training and emergency service needs. Plans should take account
of this Framework as well as the principles set out in the relevant national policy statements and the
Government Framework for UK Aviation.’12
2.5.23 As part of a prosperous rural economy the NPPF states that planning policies should
(paragraph 28)12 support sustainable rural tourism and leisure developments that benefit businesses
in rural areas, communities and visitors, and which respect the character of the countryside. This
should include supporting the provision and expansion of tourist and visitor facilities in appropriate
locations where identified needs are not met by existing facilities in rural service centres.
2.5.24 The Masterplan responds to the NPPF by addressing the need to protect the countryside by
addressing effects of development on biodiversity, and pollution to water and air. This Masterplan
also addresses how development at the Airport will contribute to the Government’s objectives for
rural areas, by increasing the accessibility to rural areas and improving access to employment areas.
2.5.25 Paragraph 56 emphasises the importance of design to the built environment, and that
good design is a key aspect of sustainable development and good planning. The NPPF also states
a requirement for high quality and visually attractive development, as stated in paragraphs 58 and
59. The proposed development seeks to ensure that good quality design will be incorporated and
materials used will compliment that of surrounding development. The design is described in more
detail in this Masterplan.
Local Planning Framework
2.5.26 Established Use - NQY has an established lawful use as a civilian Airport approved through
the Certificate of Lawful Use or Development Application 07/00217. This was determined on 10th
August 2007 by Restormel Borough Council. This established that there are no planning restrictions
on the use of the Airport, for example: opening times, capacity of use, noise generation, etc. This is
the benchmark.
2.5.27 Permitted Development - Unlike privately owned airports, permitted development rights
granted by Classes A, B, C and I of Part 18 of Schedule 2 to the Town and Country Planning (General
Permitted Development) Order 1995, as amended through the Transport Act 2000 (Consequential
Amendments) Order 2001 (the ‘GPDO’), cannot be executed at NQY. This is because the Operator
does not constitute a “relevant airport operator” under Part 18 as the Airport is owned by Cornwall
Council and such rights do not accrue where airports are owned by a principal Council in England.
2.5.28 Local Development Orders - In 2010 it was decided to progress a Local Development Order to
authorise development within Classes A, B and I of Part 18 of Schedule 2 of the GPDO. This provided
similar planning powers to a GPDO and placed NQY on a level playing field with privately owned
airports in England. The planning freedom delivered by the LDO was key as an inward investment
tool so business can reduce the risks and uncertainty associated with traditional planning as well as
cost and time.
2.5.29 The first Local Development Order was a vital tool for the Airport the key drivers for the Order
were outlined, as shown below:
• To enable the Airport to operate on a level playing field with other privately owned
airports in attracting business investment and carrying out operational developments
• To provide a comprehensive outline of all development that was permitted across the
Airport, without the need for further formal planning permission
• To enable and facilitate economic development and allow growth to happen rapidly
without further planning constraint
27
• To enable the Airport to respond accordingly to the requirements of operators, regulators
and passengers to maintain high standards of service and safety
• Allows the operational Airport to remain competitive and reduce costs
• To establish a framework for the overall development on the airport which could
promote and communicate a clear policy to stakeholders
• To build up confidence in and inform the community of future developments at the
Airport
• To reduce the burden on the local planning authority, especially in dealing with
applications for operational infrastructure that would other wise be permitted
development
• To improve the quality and sustainability of development, and
• To improve investor and occupier certainty and confidence
2.5.30 The Airport site now has two Local Development Orders (LDOs) which simplify planning
procedures. An LDO provides a simplified planning regime by granting deemed planning permission
for the types of development specified within it, and by doing so, removes the need for further
planning applications to be made by the developer. The LDOs provide consent for over 200,000m2
of development within the operational Airport and Business Park.
2.5.31 LDO 1 - Operational Airport (23.3ha): aerodrome operational land with direct access to
the runway and the Airport. The LDO 1 was approved in July 2011. The LDO lasts for 20 years.
2.5.32 The LDO grants permission across the airfield and allows permitted development on
operational land that is connected with the provision of services and facilities at the airport. The LDO
also places limitations on developments that are permitted.
2.5.33 The LDO limitations are summarised as follows:
• The LDO defines development zones and scale of development allowed within them
• The LDO has a cumulative limit on operation buildings must not exceed 10 hectares
• The LDO includes a zone where no new buildings can be constructed without the need
for express planning permission - highlighted orange - Northern Loop
• The LDO outlines height restrictions for operation buildings relative to the defined
development zones as follows:
• 20 metres from existing ground level in DZ1 &DZ2 highlighted green on plan
• 6 metres from existing ground level in the Terminal Zone highlighted yellow on plan
• 10 metres from existing ground level elsewhere within LDO Boundary
28
Airp
prevailing
wind
St Mawgan
Village
or t a
cc es
s ro a
N
d
Carloggas
Village
B3
27
6
Terminal
Northern
Loop
Ai
rp
or
ta
cc
es
sr
oa
d
DZ 2
DZ 1
Business
Park
A3 0
59
Southern Access Road
Masterplan boundary
LDO 1 Boundary
LDO 1 Terminal
LDO 1 Northern Loop
LDO 1 DZ1 and DZ2
LDO 2 Boundary
Figure 4 Local Development Order Boundaries
2.5.34 Development of the following is not permitted under the LDO1;
• Development outside the existing operational boundary are not permitted
• The construction or extension of a runway
• The construction of a passenger terminal
• Extension of the existing terminal exceeding 15%
• The erection of a building other than an operational building
2.5.35 LDO 2 - Business Park (35.5ha): this will support the aerospace cluster by capturing spin-off
activity and high value aerospace knowledge economy jobs that do not need ‘airside’ facilities.
The Business Park is also expected to attract other high quality business and inward investment with
over 200,000m2 of employment space, offices and manufacturing. The Business Park will consist of
use classes B1 (Business), B2 (General Industry) and B8 (Storage and Distribution), with associated
infrastructure and ancillary hotel, retail and leisure facilities. The LDO 2 was approved in April 2013
and lasts for 20 years.
29
2.5.36 T h e p e r m i t te d
activity within the LDO 2
consists predominately of
B1, B2 and B8 employment
uses with associated
i nf ra s t r uct u re a n d a l so
provides for a proportionate
scale of ancillary activities
such as hotel and retail that
will help to ensure that the
Aerohub Business Park works
effectively in a sustainable
manner.
2.5.37 There are conditions that development authorised through the LDO is required to comply
with and ensure that any mitigation that is necessary to appropriately manage the impact of LDO
development is delivered. In addition development is required to accord with Parameter Plans, a
Delivery Plan and Design Codes which accompany the LDO and define matters such as where and
how development should take place, what height it should be and what associated infrastructure
and landscaping it will be required to provide.
2.5.38 There are two documents that should be referenced in detail; Statement of Reasons,
produced by CC, which outline the reasons for making each of the LDOs. Each document includes
restrictions applicable to the LDO, which are referenced on the CC planning website13. LDO1
restrictions are identified in section 1.5 of ‘Local Development Order Statement of Reasons’14. LDO2
restrictions are identified in section 3.0 paragraph 4 of ‘Aerohub Business Park Local Development
Order Statement of Reasons’.15
Both these Statement of Reasons are referenced as appendices 14.29 and 14.30.
Land Outside the LDOs
2.5.39 Business Park West is outside the current LDOs. It is anticipated that as a long term project,
further facilities will be developed over the next twenty years on land identified south of the Airport
such as Business Park West.
2.5.40 Business Park West is located directly off the Southern Access Road and could provide
additional serviced land with partial frontage onto the A3059. This area could be considered a more
deliverable option for development in the long term and be brought forward before Business Park
East, depending upon need.
2.5.41 The Northern Loop zone is located within the Airport boundary and has been included
within the LDO. However, this has been purposely excluded as a potential development site to
avoid future large scale development near to the village of Carloggas. This restriction is also aimed
at encouraging use for development of the identified LDO zones which have direct access to the
Airport aprons, taxiways and runway, as previously noted.
2.5.42 It is likely that the majority of developments associated with the Masterplan will be authorised
through the LDOs. However significant alterations to the existing terminal or the construction of a
new terminal are outside of the permitted developments within the LDOs and will therefore require
formal planning permission.
13http://www.cornwall.gov.uk/
14www.cornwall.gov.uk/environment-and-planning/planning/local-development-orders/newquay-conrwall-airport-
local-development-order
15www.cornwall.gov.uk/environment-and-planning/planning/local-development-orders/newquay-cornwall-airport-
aerohub-enterprise-zone-new-local-development-order
30
31
3.0
Strategic Importance of
Connectivity and Impacts
3.1
3.1.1 Commercial air services have operated from NQY for more than forty years. Activities related
to, and services delivered by, commercial air services result in a range of economic impacts. These
include not only direct on-site employment from Airport operations, but also facilitate the arrival
of tourists to Cornwall, improve business efficiency through shorter travel times compared to other
modes of travel, as well as improve the perception of Cornwall’s accessibility. All these activities help
to attract investment and support new and existing business development in Cornwall (refer also to
section 5).
3.2
How Connectivity Affects Growth
3.2.1 The Airport provides crucial transport links with London and other domestic destinations as
well as other seasonal European and UK locations.
3.2.2 In June 2013 the Government announced a Public Service Obligation (PSO) fund to maintain
important regional air connections to London, which included NQY. The importance of air links
was illustrated over winter 2014 when the main rail line in/out of Cornwall collapsed into the sea. Air
transport provided the resilience to Cornwall’s transport infrastructure.
3.2.3 The four-year PSO contract from 2014 provides certainty to Cornwall. The funding guarantees
that this aviation link continues to contribute millions of pounds to Cornwall’s economy with over
100,000 passengers using this service every year (refer to section 4, Airport Growth Forecast)16.
3.2.4 The service to the Isles of Scilly is also important, providing a year round lifeline link to the
Islands. Since 2012, when Penzance Heliport closed, the Isles of Scilly are now left with four remaining
links – the ferry service from Penzance and air services from Land’s End, Exeter and NQY.
The likely impacts are highlighted in section 5.
3.3
Aerohub Enterprise Zone and the Aerospace Sector
3.3.1 The Aerohub EZ boundary includes land outside the Airport (covering the Business Park
area) but, more crucially and uniquely in the UK, also includes airside land. This gives Aerohub a
strong advantage as EZ benefits can be offered to companies that need to have direct access to
the Airport’s facilities.
3.3.2 The Airport needs to continue to manage and invest in its infrastructure to ensure the EZ is
positioning itself as a key centre for aviation, aerospace and space sector growth.
3.3.3
Aerospace related investment opportunities have been a key focus for the Aerohub project.
Aerospace Growth Impact
3.3.4 The West of England is home to the largest aerospace cluster in Europe with more than 900
aerospace related companies in operation. Aerospace contributes £27.8 billion to the UK economy17
and is one of the most diverse and capable aerospace regions in the world. Companies located in
the West of England include: Airbus, Rolls-Royce, Lockheed Martin, GNK Aerospace, GE Aviation,
BAE Systems, AgustaWestland Honeywell, Boeing and QinetiQ18.
3.3.5 Cornwall is uniquely positioned in the south west and is home to global companies such as
Agusta Westland, Bristow Helicopters Ltd and Lockheed Martin.
3.3.6 To achieve the aims of the Airport (as detailed in section 2, paragraphs 2.5.12–2.5.16) and
16
17
18
‘Newquay Cornwall Airport MarketAssessment&TrafficForecasts’,RDCAviation,May2013
Aero Industry Outlook, ADS, 2014
‘Aerohub EZ @ Newquay Cornwall Airport - Market Assessment Report’, RDC Aviation, Sept 2012, version 1.6, pg. 3
33
to attract aerospace growth, the Airport needs to continue to progress the Aerohub project by
focusing on a number of key areas of activity. These include:
• The Investment Offer – developing the physical asset of the Airport in line with this
Masterplan
• Sector and Investor Engagement – promoting the unique potential of the Airport and
the opportunities for growth
• Skilled workforce – Engaging industry to bring together aerospace expertise
3.3.7 NQY’s commitment to promoting the aerospace sector, investor engagement and
developing a skilled workforce could boost its position as an aerospace hub. A detailed assessment
of potential aerospace sectors where the Aerohub development should be focussed was identified
by RDC in their report18 (see Figure 5).
3.3.8 The West of England has a global reputation as a leader in aerospace technology. Aerohub
provides a great opportunity to enhance this network and support further growth. This can be
achieved through:
• Providing specialist, niche services for the aerospace sector, particularly if focusing on
the segments of the aerospace industry that would find the offer most compelling in the
context of global competition
• Acting as a centre of economic activity in Cornwall, with global businesses providing
direct jobs related to aviation and aerospace
• Providing jobs in the aerospace supply chain through Small and Medium Size Enterprises
(SMEs) and Original Equipment Manufacturers (OEMs)
• Promoting itself as the largest development opportunity in Cornwall, the likely impacts of
such an approach are highlighted in section 5
Wider Economic Growth – Aerohub Business Park
3.3.9 The Airport offers an investment friendly
business environment and the added benefit of a
comprehensive LDO offering a planning free
Development Zone. With an additional 24 hectares
(53.5 acres) of development land outside the LDO,
long term growth can be accommodated. These
impacts were assessed within Roger Tym & Partners
Market Assessment Report19.
3.3.10 Given its locality, it is likely that the Aerohub
Business Park will prove attractive to companies
requiring easy access to fast transport links, links
with aerospace and associated supply-chain
activities (to support wider airside aerospace
development), or a combination of the two. The
likely impacts are highlighted in section 5 in particular
5.5.11.
19
‘Aerohub Enterprise Zone @ Newquay Cornwall Airport - Market Assessment for the Aerohub Business Park’, Roger
Tym and Partners, May 2012
34
Figure 5 Potential Companies/Focus Segments for Aerohub Development (RDC18, 2015)
Potential Companies/Focus Segments for Aerohub Development
Unmanned Aircraft Systems (UAS, e.g. Thales and BAE Systems):
Aerohub as a base for UAS testing and research, particularly maritime and civil airspace integration
Major South West companies are already involved with UAS development and ASTRAEA
Programme. Aerohub can offer clear airspace for testing, and ‘state of the art’ navigational
equipment might be of benefit to developing future UAS systems which can also operate in civil
airspace.
Engines (e.g. Rolls-Royce/GE/Pratt and Whitney):
Aerohub as a base for engine testing, development and maintenance
Engine testing and development as a legacy from Bloodhound Project. Engine development for
next-generation aircraft, tied in with significant additional aircraft orders being placed over the
next 20 years.
Advanced Manufacturing (e.g. National Composites Centre/Exeter University CALM):
Aerohub as a regional centre for composite technology: manufacturing, research, composite
maintenance, repair and overhaul (MRO)
Next-generation civilian aircraft are utilising more and more composite technology and the
presence of the NCC in the South West should be taken advantage of to help support Original
Equipment Manufacturer (OEMs) research and development in this sector. This has the potential to
become a high value, niche sector for future support activity.
Airlines with large order books for next-generation aircraft (long-term):
Aerohub as a low cost solution for pilot training
Significant orders are expected for single-aisle aircraft over next 20 years, requiring additional pilot
testing. NQY can offer significant advantages for this area of activity.
Maintenance, Repair and Overhaul (MRO):
Aerohub as an MRO facility for niche, high-value MRO
Niche aspects of MRO activity could be situated at Aerohub, such as interiors, modification and
base/heavy maintenance (involving large-scale frame/systems maintenance). Composite MRO is
likely to become an increasingly important sector as newer technology aircraft enter airline fleets
and need ongoing support
Training and Simulation:
Aerohub as a base for training and simulation
Both military and civilian training & simulation activities are forecast to grow over the next decade.
Aerohub is in a good position to build on existing activities in these sectors.
35
36
37
4.0
Airport Passenger Growth
Forecasts
4.1
Regional Approach
4.1.1 This Masterplan has served to answer the APF, through assessment of the Airport’s assets,
capacity and infrastructure, as well as providing a series of Development Zone options to encourage
investment. These are based on capacity growth scenarios that align with DfT forecasts20.
4.1.2 In response to, and support of these targets, the creation of the EZ, the production of a
new Masterplan and the simplified planning framework will all serve as major contributors in
encouraging investment, thereby supporting the Government’s core belief that economic growth
and job creation should be led by the private sector.
4.2 Cornwall Airport Newquay Aviation Capacity and Traffic Growth
Forecast
4.2.1 The number of airline operators using the Airport in recent years has changed materially
since 2008-09. With Airsouthwest and bmibaby both ceasing to trade and Ryanair withdrawing,
Flybe is the new main provider of services. CAL route development strategy is focused on delivering
connectivity to domestic and European business centres, outbound leisure and importantly inbound
leisure opportunities.
4.2.2 While the recession of 2009–2013 saw NQY experience a decline in passengers, more
recently stability in passenger numbers has been achieved. The temporary closure of main rail
line highlighted the importance of maintaining the Airport as one element of a robust and resilient
strategic transport network connecting Cornwall to the rest of the UK.
4.2.3 In 2014, the Airport handled 221,047 passengers21, up 25% on the previous year. Growth is
expected to continue, albeit at a slower rate. By 2030, 472,000 passengers are forecast, representing
a Compound Annual Growth Rate (CAGR) of 4.9% from 2014. Figure 6 illustrates the passenger
growth across 3 different scenarios – Base, Low & High. It also considers where the growth will come
from e.g. domestic or international.
4.2.4 In terms of the Masterplan the base case scenario provides the basis for planning and
impact assessment. Growth is expected on all route types, including the development of links to
core European city destinations (and hub airports such as Amsterdam Schiphol), regions that will
support inbound tourism growth (such as Germany and the Benelux region), as well as outbound
leisure destinations for Cornish residents.
4.2.5 Approximately 88,000 passengers (44,000 visitors)22 travelled to Cornwall in 2014 for leisure
purposes. Spend on accommodation, food and drink, leisure attractions and other activities related
to tourism in turn supports the wider economy. Visit Cornwall research22 found that domestic visitors
spend £1,213m and international visitors spend £130m in Cornwall per annum, resulting in an average
spend of £298 per visitor.
4.2.6 Visitors travelling through the Airport support around 440 jobs in the wider local economy,
spending around £13.2m and generating £9.1m worth of GVA in 201423. This is expected to grow to
more than 1,000 jobs, £31.7m spend and £22.0m worth of GVA by 2030. Business trips are estimated to
generate £4.7m in GVA in 2014, rising to £11.5m by 2030.
4.2.7 The reduction in passenger numbers and other regional economic factors has greatly
impacted on NQY’s business plan. Five years from the original report, the 2015–2030 Masterplan
has reassessed the forecast figures. In 2013, RDC Aviation produced a report24 outlining the Airport’s
traffic forecast up to 2030, as shown across:
20
21
22
23
24
‘Aviation Policy Framework’, Department for Transport, March 2013
‘Monthly UK Airport Statistics’, CAA, 2014, (Table 9)
‘Value of Tourism 2011’, The South West Research Company, 2011
‘Newquay Cornwall Airport Masterplan Economic Impact Assessment’, RDC Aviation, June 2014
‘Newquay Cornwall Airport Market Assessment & Forecasts’, RDC Aviation, May 2013, pg62
39
Base scenario
Passengers, 000s
Domestic routes
Passengers, 000s
International routes
Passengers, 000s
Total (includes transit)
2008
2014
2018
2030
329.0
191.4
246.7
325.9
83.3
5.3
111.1
146.8
446.3
196.7
357.8
472.7
2008
2014
2018
2030
Low scenario
Passengers, 000s
Domestic routes
329.0
191.4
228.3
296.7
Passengers, 000s
Passengers, 000s
83.3
446.3
5.3
196.7
56.2
284.6
73.1
369.8
2008
2014
2018
2030
329.0
191.4
274.0
389.1
83.3
5.3
148.4
210.7
446.3
196.7
422.4
599.8
High scenario
Passengers, 000s
Domestic routes
Passengers, 000s
Passengers, 000s
Figure 6 NQY Passenger Forecasts Low/High Scenario Comparison Table
4.2.8
Their report included detail on key drivers and potential airline opportunities for Cornwall
Airport Newquay in context of the:
• Operating environment
• Route development strategy
• Airport’s management team
• Known short-term outlook
The resulting recommendations are based on trigger points of capacity and operational function,
not time.
4.2.9
The new capacity headline forecast figures are as follows (passengers per annum):
Scenario
2015
2030
Base
240,000
473,000
Low
220,000
370,000
High
261,000
600,000
40
4.2.9a The graph below summarises the Base, Low and High scenario passenger forecasts for the
period up to 203025. Note there is a significant variance between the High and Low forecasts of
230,000 passengers.
Base, low and high scenario forecasts for Newquay Cornwall Airport
Source: RDCA Analysis
700
High scenario
Base scenario
Low scenario
Passengers (000s)
600
500
400
300
200
100
0
2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Figure 7 High base and low traffic forecast graph for Cornwall Airport Newquay
CONNECTIVITY TO
UK AIRPORT
HUBS:
Sponsors and engineers
can fly in to check progress
25
41
4.3
Terminal Capacity Study Summary
4.3.1 Through a review of the existing facilities, terminal layout, passenger capacity and the
function for airside and landside areas, an assessment of all current and future Airport terminal issues
were undertaken as part of the Masterplan. To manage projected passenger growth scenarios,
various operational issues were identified and potential solutions proposed to increase the capacity
at the existing terminal. It was assessed that, based on a comparison of values associated with
the terminal improvement and/or expansion, costs increased to a point where the development
of a new terminal was viable. The resulting Terminal Options Table (section 11.9) provides a visual
indication of the urgency and importance of required changes based on capacity and not time.
4.3.2 The early cost appraisal and forecasting options therefore indicated benefits in simplifying
the location options and focusing on the smaller, more practical steps needed to manage growth at
the Airport. The Masterplan focused on the following Terminal development options:
• (North)
Option 1a: Minor repairs only
Option 1b: Minor refurbishment and expansion
Option 1c: Expansion of existing location
• (South)
Option 2: New southern terminal
4.3.3 The simplified zones of a North or South option have been rationalised further where more
cost certainty has been provided. The detail is based upon passenger capacity and the condition of
the buildings.
4.3.4 The Terminal Options table captures the key issues of each option against potential
development proposals to deal with those issues and is illustrated in section 11.0.
4.3.5 Based on this table a detailed cost
breakdown has been provided. The
table identifies trigger points where
action is required to maintain the
infrastructure necessary to ensure
IATA terminal standards26 are met and
passenger growth opportunities are
maximised.
4.3.6 This clear road map
identifying terminal and infrastructure
capacity measured against
passenger growth provides the key to
managing growth investment at the
Airport.
26
www.iata.org – The reference is the IATA Terminal Design Manual which assess passenger comfort levels based on
special requirements
42
43
5.0
Economic Impact
5.1
5.1.1 A full Economic Impact Assessment27 was undertaken to support this plan and is included in
the appendices. The following points provide summary of key facts reviewed.
5.1.2 The population of Cornwall and the Isles of Scilly has grown at a rate slightly above the
regional and Great Britain national averages since 2001, but the growth has not been in the workingage population. Numbers have increased in non-working age groups, particularly the retired
population.
Increased GDP £5.9m
Figure 1 - Cornwall Airport Newquay Economic Impact Assessment: July 2011
Key Channels of Impact
4
5
1
On Airport
Employment
370 jobs
£20.5m GVA
Tourism
83,500 trips 1,160
jobs £28.1m GVA
6
Passenger Services
Wider Economy
7
Existence/Growth of
Airport
User Benefits
Lower surface access
costs, social benefits
Business Efficiency
Increased GDP
through increased
productivity £5.9m
Inward Investment
Increased accessibility
and attractiveness
8
Links to Isles of Scilly
Important transport
link
9
Aerospace, MRO and
other businesses – on
airport
2
Aviation
3
10
Inward Investment
and Growth
Business Park
Development
Newquay Cornwall Airport Economic Impact Assessmen
Figure 8 Key Channels of Impact - Cornwall Airport Newquay Impact Assessment - July 2011
Page 10 of 100
September 2011
© Capita Business Services Limited 2011
5.1.3 There have been small variations in employment levels in Cornwall and the Isles of Scilly over
the last 5 years, with levels at 190,611 in 2009, 248,300 in 2011 and just over 205,000 people employed
in the area in 2012. In terms of the distribution of employment across industries the tourism industry
(as represented by the accommodation and food sector) is an important source of employment
in Cornwall (providing 14.3% of employment) and the Isles of Scilly (providing 50.0%) relative to the
South West (at just 8.9%)28, a lower proportion of employment in Cornwall (9.0%) and the Isles of Scilly
(0.01%) is provided by business administration and support services, and professional, scientific and
technical service activities relative to the South West (12.8%). These tend to be higher value, higher
skilled activities.28
27
28
‘Annual Survey of Hours and Earnings 2014 Provisional Results’, Office for National Statistics, 19 November 2014
45
5.1.4 Earnings in Cornwall, as identified by The Office of National Statistics28, remain below the
national average at £17,344 per annum against an average across the UK of £27,200 per annum.
Regional GVA per head in Cornwall and Isles of Scilly is only 65.8 % of the UK value29 . These figures
suggest that the growth in employment has been in lower paid, low productivity activities.
5.1.5 The analysis identifies that while Cornwall and the Isles of Scilly have maintained employment
growth, the growth is not likely to transform the economy into a high-skill, high-value economy. It
confirms the need for economic development as outlined in Cornwall Council’s Economy and
Culture Strategy 2013–2020 published on September 2013. Aerohub signifies an important change
in the composition of a highly skilled jobs site salaries are on average 50% higher than the Cornwall
mean as indicated above. 27
5.2
Local Business Community
5.2.1
The Airport is seen as very important for business, making travel easier and quicker.
5.2.2 Over a month long period in January-February 2013, an online survey was hosted by RDC
Aviation to gather opinions from local businesses and potential/current users on Cornwall Airport
Newquay a total of 379 people responded to the survey over a one-month period. The key
conclusions:
• Overall, 35% of survey respondents are using Cornwall Airport Newquay for business use,
with the remaining 65% split between leisure and Visiting Friends and Relatives (VFR)
• Based on the passenger forecast for 2013 (176,700), the level of outbound travel (i.e.
that which originates in Cornwall; c.45%) and the level of reported business use, around
27,000 outbound passengers will be travelling for business (13,500 business trips) in 2013
• The most important factors in determining whether people use an air service are if the
route serves the region most travelled to/from for business purposes and the provision of
a range of short and long haul connections being available at that airport – both these
factors scored over 85% importance levels
• 55% of business travellers use Cornwall Airport Newquay three or more times per annum
• In terms of importance of London airport to business activity (either current or potential
importance), Gatwick was currently rated the most valuable (which may be as a result
of the fact that businesses do current rely on that service for accessing the city) – closely
behind Gatwick, Heathrow was cited as the next most important airport for services
• London and the South East was cited as the most commonly travelled to region by survey
respondents, with 90% making at least one return trip in a typical year
5.2.3 A high proportion of the business community consider the Airport as vital to business growth,
some acknowledge the benefit in the potential time savings, while others see indirect impacts as
being more beneficial. Recent studies undertaken by the Cornwall Chamber of Commerce and the
Federation of Small Business (Cornwall) showed that over 75% considered the Airport as essential.
5.2.4 The survey 28 assessed the importance of air services. The most important factors in
determining whether people use the Airport are:
29
•
The route serves the region most travelled to/from for business purposes, and
•
The provision of a range of short and long haul connections
‘Regional Gross Value Added (Income Approach)’, Office for National Statistics, December 2014, table 2
46
5.2.5 Both these factors scored over 85% importance levels. From a social perspective, the
importance of passenger air services for contact with friends and family and also for leisure related
reasons, ranked highly (70% important/very important).
5.3Tourism
5.3.1 Cornwall is a major UK tourism destination, particularly for domestic visitors and some key
overseas markets (e.g. Germany). Cornwall remains the fourth most visited location in the UK for
domestic tourists, accounting for more
4mfor
visitors
pertourists
annum30.
Top 5than
Counties
domestic
Visitors (000s)
Source: Great Britain Tourism Survey
12,000
10,000
8,000
6,000
4,000
2,000
0
2006-8
London
Devon
2007-9
2008-10
North Yorkshire
2009-11
Cornwall and the Isles
of Scilly
Cumbria
Figure 9 Top Five Domestic Regional Destinations for Tourists 30
5.3.2 In addition to domestic tourism – and
important to the Airport both now and in the
future – there have been some positive signs of
growth in international tourism to Cornwall and
the Isles of Scilly, driven mainly by an increase in
German visitors.
5.3.3 Sectors related to tourism employ a large
share of the working-age population in Cornwall
and the Isles of Scilly. Visitor spend supports the
wider economy in terms of accommodation,
food and drink, leisure attractions and other
areas related to tourism.
5.3.4 Each visitor to Cornwall travelling through
the Airport was on average responsible for £207
of GVA31 in the wider economy. Based on this
research, the
visitors travelling through the
Airport support around 440 jobs in the wider local
economy, spending around £13.2m and
generating £9.1m worth of GVA in 2014. This is
expected to grow to more than 1,000 jobs,
£31.7m of spend and £22.0m worth of GVA by
2030.
30
31
47
5.4
Aerohub – Aerospace and Wider Industry
5.4.1 The sector-specific focus could generate high-value employment in the region, with more
specific aviation profession salaries earned. According to data from the UK Aerospace Industry
Survey32, average aerospace salaries are some 50% higher than the UK gross mean weekly salary.
5.4.2
By 2030 it has been estimated that the EZ will grow as follows33:
• Over a 1,000 jobs and £76m of GVA within the EZ Zones 1-3
More detailed evidence of growth figures is detailed in sections 5 and 6 of the Economic Impact
Assessment, appendix 14.24.
Figure 2 - Cornwall Airport Newquay Economic Impact Assessment: 2030
Key Channels of Impact
4
On Airport
Employment
2720 jobs £183m
GVA
5
Tourism
187,000 trips
2610 jobs £63m GVA
1
6
Passenger Services
7
Existence/Growth of
Airport
Wider Economy
User Benefits
Lower surface access
costs, social benefits
Business Efficiency
65,800 business trips
£13m GVA
Inward Investment
Increased accessibility
and attractiveness
8
Links to Isles of Scilly
Transport link could
grow in importance
9
Aerospace, MRO etc.
1,700 aerospace jobs
included on-airport
2
Aviation
3
10 Inward Investment
and Growth
2480 jobs £136m GVA
Business Park
Development
Newquay Cornwall Airport Economic Impact Assessmen
Figure 10 Cornwall Airport Newquay Economic Impact Assessment: 2030 - Key Channels of Impact
Page 11 of 100
September 2011
© Capita Business Services Limited 2011
32
33
‘Aerospace Industry Oulook’, ADS Group, 2014
‘Aerohub Enterprise Zone @ Newquay Cornwall Airport – Market Assessment for the Aerohub Business Park’, Roger
48
5.5
Property Market Review and Analysis
5.5.1 A detailed property market review33 provided information on potential uses of the land
together with potential land values and development opportunities at NQY.
5.5.2 It is vital to understand the general market conditions and key delivery and development
issues before looking more specifically at land within the Airport boundary.
Market Viability
5.5.3 Cornwall has had a long history of lack of supply due to commercial development viability.
The reason for the lack of market provision is construction cost (including land cost and profit) usually
exceeds the final building’s value, which produces a cost–value gap. There are numerous factors
that create this cost–value gap:
• Net construction costs are higher in Cornwall than elsewhere, partly due to:
- the remote location and associated cost of transporting materials
- the developer and construction capacity creating uncompetitive market
conditions
• Services are more remote and can add to the cost of construction
• Upward pressures on construction costs (raw materials and labour)
• Rental and capital values remain low and have not increased proportionate to
construction costs
• Property returns and investment values have been affected by the recession and have
been slow to recover
• Tenant covenant strengths vary; affecting returns required and restricting investment
values
• Lease lengths are generally shorter affecting security of income, which in turn affects
capital values
Aerospace Cluster
5.5.4 The EZ has enabled a number of benefits to be offered to new businesses. The EZ will act as a
catalyst for further investment, which in turn will support business growth need.
Particular benefits that NQY, within its EZ, will provide include:
• Higher rental and capital values are anticipated, as has been evidenced in other EZs
specifically referred to in the Roger Tym report34
• Incentives, which could help drive demand and values
• LDOs which will reduce costs and risks of delivery
• Attract higher value companies over time – as identified in section 3.3, this is a highly
important sector for the South West of England and as a direct result it is anticipated that
through a positive marketing campaign higher value companies could be attracted to
the site
• Long-term investment support that improves investment environment
34
‘Aerohub Enterprise Zone @ Newquay Cornwall Airport – Market Assessment for the Aerohub Business Park’, Roger
49
• An Airport location within an aviation business cluster that adds value through
shared investment benefits and skill sharing
• EZ rates retentions which could fund and facilitate development
5.5.5 In addition Cornwall has benefited from ERDF and other public sector grant funding. These
funding streams have assisted in enabling development to take place by funding the cost–value
gap. Without such assistance it is likely that development of high-quality space would reduce.
Demand and Supply
5.5.6 An Employment Land Review35 undertaken in 2010 indicated significant areas of commercial
development land available across Cornwall. Indications from the assessment of the deliverability of
undeveloped sites detailed in the report are that the five-year supply of office premises is in the range
of 11 to 59 hectares, whilst the supply of industrial premises is between 40 and 88 hectares, depending
on the split of office/industrial premises on mixed-use sites. Across Cornwall, there is estimated to be
around 98 hectares of land deliverable within the next five years, which is significantly more than the
50 hectares required.
5.5.7 However, take-up rates have been slower than anticipated, and this is in part due to recent
market conditions and the economic downturn, albeit the economy is now growing.
5.5.8 The demand for employment land relies on sites that are actually serviced, accessed with
development constraints minimised and ready to be developed. Recent examples such as the
newly constructed Quintdown Business Park, Quintrell Downs, Newquay have proven successful
with the workspace being sold or let shortly after completion in 2014. Elsewhere, Cornwall Business
Park near Redruth has recently been completed and disposals are progressing well, and land has
recently been sold at both Treleigh Industrial Estate and Tolvaddon Energy Park – both of which have
seen new high-quality business premises being delivered to the market. As a result, it appears that
well-serviced and well-located employment land is in good demand. Therefore, a supply of welllocated and fully serviced sites is required to enable business growth, both immediately and in the
future, hence the long-term provision of land proposed on the south side of the Airport to support
this need.
5.5.9 Until now there has not been a supply of such sites at the Airport, but it is anticipated that
along with the Aerohub Business Park, the individual Development Zones will be able to offer
unique opportunities to interested investors and business.
5.5.10 There has been a longstanding and recognised need for the provision of high-quality
workspace across Cornwall and this is reinforced by the development sites mentioned above and
others throughout Cornwall where occupancy levels are high (100% at QuintDown). Whilst latent
demand is difficult to predict, it is expected to be strong for high-quality, flexible business space in
the right location – like the Aerohub Business Park.
5.5.11 A market-assessment report for the Aerohub Business Park undertaken by Roger Tym and
Partners in 201235 arrived at the following conclusions:
• NQY is recognised as a strong driver of future prosperity in Cornwall
• Aerohub represents an opportunity for Cornwall to create its own aerospace and
associated industries cluster
• EZ financial advantages and streamlined planning processes are important incentives,
attractive to target sectors that have strong potential for growth
35
‘Cornwall Employment Land Review’, Nathaniel Lichfield and Partners July 2010
50
• In the EZ rental values could command an uplift of some 5–10% above local rates over
time; however some initial incentives such as rent-free periods are likely to be required
• Sectors encouraged and permitted to locate at Aerohub should be defined as broadly
as possibly to encourage maximum interest from private developers
• Plots should be available for lease or freehold purchase
5.5.12 The Aerohub Business Park will therefore provide a ready supply of serviced development
plots to cater for demand for modern workspace in an area that has previously suffered from a lack
of supply.
Airport as a Demand or Value Driver
5.5.13 It is anticipated that the Airport could be a unique opportunity for certain businesses that
require links to the aviation industry and/or direct access to the runway or require a location close to
the Airport and the connectivity it provides. As identified in the Market Assessment for the Aerohub
Business Park report35, the Airport is recognised as a strong driver of future prosperity in Cornwall and
combined with EZ status this could act as a real catalyst for demand and for Cornwall to create
its own aerospace and associated industries cluster. The UK’s aerospace industry is one of the most
important manufacturing sectors in the country and the south–west already has a significant cluster
that can be built upon. It is anticipated that due to the unique offering at the Airport, that new
business can be attracted and in terms of land sale prices and capital/rental values higher values
could be achieved (5–10%)35.
Sector Demand
5.5.14 Being able to locate
on
or
close
to
an
operational airport can
have significant benefits to
aviation based businesses,
such as the availability of a
local skilled workforce or for
air
transportation
requirements. We have
identified in this section
and through the Airport
Market Assessment for the
Aerohub
Business
Park
report34 that the EZ offers a
number
of
significant
benefits, some of which are
unique.
5.5.15 Building on the important cluster development on the south side, combined with the
recently approved ERDF infrastructure project to open up and service the Aerohub Business Park, it is
difficult to justify additional new development to the north. The Northern Loop should be secondary
to the land to the south, and the principle development focus should be to make the Aerohub
Business Park and surrounding zones successful by building critical mass. There will be development
opportunities that arise in the north which should be dealt with on their own individual merits as and
when they arise. These opportunities within the Northern Loop are unlikely to provide a significant
windfall in terms of capital or revenue income.
51
52
53
6.0
Safeguarding Airport Operations
6.1
Aerodrome Safeguarding
6.1.1 Aerodrome Safeguarding is the process used to ensure that the areas in and around
NQY are protected, as far as reasonably possible, against any development which would cause
unacceptable risks to air traffic services, navigation equipment or facilities.
6.1.2 The Airport Operator is required to lodge its aerodrome safeguarding map with the Local
Planning Authority (refer to appendix 14.31) which illustrates all CAA safeguarding assets and criteria
at ground level around the aerodrome. The plan below shows the zones immediately surrounding
the Airport.
Figure 11 NQY Local Safeguarding Zone
6.1.3
A
navigational
aid
safeguarding plan related to runway
safeguarding equipment is included
in appendix 14.32. It not only
covers the aerodrome protected
surfaces but also technical site
safeguarding of ATC.
55
6.1.4 The physical site safeguarded surfaces are defined by the CAA in CAP168 Licencing of
Aerodrome and comprise:
• Taxiway (incl. Taxiway strip), taxi lane and stand clearances
• Runway Strip (which encloses a runway and any associated stop-way and includes a
cleared and graded area)
• Clearway
• Runway End Safety Area
• Take-off Climb Surfaces
• Approach Surface
• Transitional Surface
• Inner Horizontal Surface
• Conical Surface
• Outer Horizontal Surface
• Obstacle Free Zone
The technical equipment sites at the Airport that also require safeguarding include:
• ASR (Aerodrome Surveillance Radar)
• ILS (Instrument Landing System) localiser and glide path (Critical areas, sensitive areas
and safeguarded surfaces)
• DME (Distance Measuring Equipment)
• VDF (VHF Direction Finder)
• NDB (Non-Directional Beacon)
• Radio Receivers and Transmitters
56
6.2
CAA Requirements and Future Provisions
6.2.1 All areas within the Airport licensed area are subject to CAA regulations and safety
guidance and as such must be managed in accordance with the regulations.
Figure 12 Cornwall Airport Newquay CAA Licence Plan
6.2.2 Safeguarded zones under the approach and take-off paths at either end of the runway are
restricted from development through CAA regulation. The size and nature of development in close
proximity to the airfield is also restricted to ensure no conflict exists with the safe operation of the
airfield. These constraints have been considered as part of the Development Zone planning.
57
6.2.3 Any proposed future development within the airfield zone or next to the Airport must
therefore take into account specific issues, which include:
• ILS / CAT III runway safeguarding requirements
• CAP 168 requirements
• Aerodrome physical characteristics
• Bird control management
• Public safety zone
• Radar interference
• Noise-reduction measures to address background noise
• Landscape baffles
• Sound attenuation within naturally ventilated buildings, and
• Glazing specification
6.2.4 Within the Masterplan, each of the Development Zone Framework plans illustrates
safeguarding restrictions that are applicable to their location. See section 11.0 for detail.
6.2.5 More general planning and legal restrictions and influences that have an impact on
the Airport and its future development will also affect the frameworks for each of the identified
Development Zones.
These include but are not limited to:
• Landscape designations
• Ecological designations
• Historic Environment
• •
MoD restrictions on use
• •
Neighbouring land title ownership, covenants, local population and parishes
6.2.6 As part of the future development of the Airport, mitigation measures required to address
these areas should be dealt with as part of any separate detailed delivery project.
58
59
7.0
Infrastructure
7.1 Constraints
7.1.2 To enable an assessment to be made of the existing infrastructure within each Development
Zone, the infrastructure within the Airport has been categorised into the following headings:
• Physical Site – capturing topographical information and physical location
• Access Infrastructure – identifying means of access to the Development Zone and
connectivity from within it
• Services Infrastructure – identifying utility services to the site and connectivity from it
• Drainage Infrastructure – identifying services and drainage within and away from each
zone
• Runway / Aviation – listing of access to and from aprons, taxiways, and the runway
• Property / Building Assets – condition surveys and identification of built assets on site.
Environmental:
• Landscape – recording of special features and characteristics
• Ecological – recording of special features and characteristics
• Historical – recording of special features and characteristics
7.1.3 The infrastructure constraints and opportunities for each Development Zone are listed within
the Development Zone conditions table in section 11.0. Additionally, a summary of the environmental
constraints is provided to capture the key environmental issues within the Masterplan boundary and
its immediate surroundings (refer to appendix 14.1).
7.1.4 Other land use constraints consist of covenants that restrict development close to the
Cornwall Air Ambulance Trust facility located to the east of Development Zone 3.The rotary-wing
flight path has a protected safety zone and is illustrated on the Development Zone 3 plan (refer to
section 11.0).
7.1.5 Adjacent land use and other sites
not in CC ownership include the landing
lights outside of the immediate site
boundary, both to the east beyond the
A3059 and to the west within the
neighbouring field.
7.1.6
The Solar Farm located to the west
of Business Park West is owned by Cornwall
Council, and presents no constraints to
flight or commercial operations.
7.1.7
To the south of the Northern Loop, a
2 acre plot of land was sold to Bristow, on
which has been built the UK Search and
Rescue facility.
61
7.2
Assessment Categories
7.2.1 A number of categories were used to inform our analysis for development of the Airport.
These categories included:
• Physical Site
• Access
• Services
• Drainage
• Airport Infrastructure
• Property / Building Assets
• Landscape and Ecology
• Historic Environment
• Archaeology and mapping of services
7.3
Building Condition Survey
7.3.1 An assessment of the Airport infrastructure and condition surveys were undertaken of the key
operational buildings that required them. The following building summaries refer to the condition
survey work undertaken. Each full report is included within appendix 14.22.
Terminal
7.3.2 Generally the building is in a good state of repair. Staff facilities are poor in places and need
improvement. Further improvements to building management systems will need to be carried out.
The terminal building is in a good structural and decorative order. A few immediate repairs are
required to ensure the structure remains in a good operational condition. The building should
remain serviceable for a further thirty years before any further major works are required.
Fuel Farm
7.3.3 This has recently been upgraded, and on the whole is in good condition and is regularly
maintained.
North Hangar 1 and 2 (NH1 & NH2)
7.3.4 NH1 and NH2 are in a good condition and no major defects were noted. The walls and roof
cladding typically have a lifespan between twenty-five and forty years, but this is dependent on the
exact product used. Despite this, the walls and roof should be operational for a further ten to thirty
years and the steel frame can achieve a lifespan of up to eighty years.
Air Traffic Control Tower (ATC)
7.3.5 The ATC Tower is in a good condition internally and should remain operational for a further
thirty to forty years providing that routine maintenance is sustained.
62
Airport Fire Service Station (AFSS)
7.3.6 The AFSS was completed in 2009 and has not been surveyed as part of this Masterplan. It is in
an excellent condition throughout.
7.3.7 In conclusion all operationally active buildings are in a good state of repair and continue to
provide adequate/good provision for the services they deliver.
FULLY EQUIPPED
FIRE AND
EMERGENCY
S E RV I C E S :
To give driver
ANDY GREEN
7.4
Car Parking
that extra peace of mind!
7.4.1 A total of 500 public parking spaces are available (including 50 car hire and 14 disabled
spaces). Average utilisation is around 42% in winter and 79% in summer.
7.4.2 Based on the terminal development options which have been considered, the strategy for
parking capacity and its arrangement within the terminal zone has been defined as:
• Remodel existing parking to accommodate growth and reduce passenger walking
distances. This could include infrastructure work to include a covered walkway to
improve the passenger experience.
• Provide new parking areas to accommodate further growth, improved convenience
and pedestrian shelter in transit to terminal.
• Expanded parking strategy within terminal and north zones to serve a larger
terminal.
7.4.3 Car parking capacity will therefore need to be carefully monitored and, if required,
additional land made available in the west car park, which in turn will contribute to revenue. Land
should be identified for this future growth scenario and additional car parking zones have been
identified within the Development Zone Framework. Masterplan | 2015–2030
63
64
65
8.0
Surface Access Strategy
8.1
Summary View
8.1.1 An Airport Surface Access Strategy (ASAS) (appendix 14.9) has been prepared to support
the Masterplan and presents a strategy for current and future transport operations at the Airport.
The ASAS considers existing and future surface access arrangements at the Airport (including the
Aerohub Business Park) and seeks to increase the proportion of journeys made by public transport,
walking and cycling in line with the Aviation Policy Framework.
8.1.2
To help deliver these aims, the Airport is committed to the following transport aims:
• Working with the Airport Transport Forum (ATF) to deliver easy and reliable surface
access, to increase use of sustainable modes, and to minimise congestion and other
local impacts
• Building on the Airport’s function as an EZ to improve public transport access between
Newquay town and rail station, Newquay Growth Area (NGA) and the Airport
• Setting challenging targets for reducing dependence on the private car
• Identifying measures to encourage greater use of public transport and more sustainable
travel behaviour
• Monitoring progress against targets and reporting annually
8.1.3 The transport aims, and a comprehensive review of the current transport issues facing the
Airport, have enabled short and long term transport strategies to be developed. These strategies
have been further informed, by reviewing national and local transport policy, regular engagement
with the Airport Transport Forum and also setting forward targets for mode share.
The strategies are outlined fully in the ASAS, which should be read in conjunction with this document.
67
Airport Masterplan Access Strategy
Masterplan Area
Vehicle Access/
Parking
Bus Access
Cycle Access
Walk Access
1
Development Zone 1 (DZ1)
Access via extension
to SAR
Parking to be
provided in line CC
guidance, demand
and mode share
targets
Bus access by
services on A3059
Potential to
provide bus
access via Loop
Road longer term
Access via SAR
extension
Cycle parking
to be provided
in line with CC
guidelines
Access via SAR
extension with
dedicated
footway
2
to SAR
Parking to be
provided in line CC
guidance, demand
and mode share
targets
Bus access by
services on A3059
Potential to
provide bus
access as far as
DZ1 via Loop
Road longer term
Access via SAR
extension
Cycle parking
to be provided
in line with CC
guidelines
Access via SAR
extension with
dedicated
footway
3
to SAR
Parking to be
provided in line CC
guidance, demand
and mode share
targets
Bus access by
services on A3059
Potential to
provide bus
access via Loop
Road longer term
Access via SAR
extension
Cycle parking
to be provided
in line with CC
guidelines
Access via SAR
extension with
dedicated
footway
4
HAS
Area of historic value
Access via SAR
extension via DZ2
Parking to be
provided in line CC
guidance, demand
and mode share
targets
Bus access by
services on A3059
Potential to
provide access as
far as DZ1 via Loop
Road longer term
Access via SAR
extension via
DZ2
Cycle parking
to be provided
in line with CC
guidelines
Access via SAR
extension via DZ2
with dedicated
footway
5
Terminal
As per existing via
Ball Lane
Parking to be
expanded in line CC
guidance, demand
and mode share
targets
Bus access as
per existing
Relocation of the
bus stand to
outside the arrivals
exit
As per existing
via Ball Lane
Cycle parking
to be provided
in line with CC
guidelines
As per existing
via Ball Lane
6
North
Potential for Terminal/North
Zone expansion
Potential for North Zone
expansion
Access via Ball Lane
and new inner Loop
Road
Parking to be
provided in line CC
guidance, demand
and mode share
targets
As per Terminal
As per Terminal
As per Terminal
7
Northern Loop
Potential for Terminal/North
Zone expansion
Potential for North Zone
expansion
Access via Ball Lane
and new inner Loop
Road
Parking to be
provided in line CC
guidance, demand
and mode share
targets
As per Terminal
As per Terminal
As per Terminal
68
8.2
Access Strategy
8.2.1 The table below shows the access considerations which have been developed to serve the
various development parcels, showing each of the access modes and parking issues.
NQY will work with the ATF over the course of the ASAS period to develop, implement and refine
these actions in line with Airport growth and associated development. Refer to Airport Surface
Access Strategy, appendix 14.9.
ASAS Action Plan – Up to 400,000 ppa and 1,500 Aerohub employees
Measure
Ref.
Location
Location
S1
Relocate the existing bus stand to a more prominent location outside the
arrivals exit.
Terminal
S2
Work with the public transport operators to promote existing bus services,
explore through ticketing options and promote bus information within the
Terminal and Aerohub.
Terminal, Aerohub and on
flight
S3
Work with Cornwall Council (CC) to implement a new footway connecting
Carloggas and the Airport access.
Ball Lane
S4
Implement a staff travel plan to cover the Airport and the Aerohub. This
should include measures such as improvements to cycle facilities and
introduction of a formal lift share scheme.
Terminal and Aerohub
S5
Work with CC to review and alter signage to discourage travel via the
B3276 coastal route.
Ball Lane (at Terminal
access)
S6
Work with local communities and CC to consider traffic calming measures
along the B3276 to discourage traffic on this coastal route.
B3276
S7
Work with CC to monitor traffic flows and operation of key highway junctions including the Airport access and A3059/Ball Lane.
Highway network
ASAS Action Plan – Up to 600,000 ppa and 5,000 Aerohub employees
Measure
Ref.
Location
Location
L1
Explore potential to create an internal loop road from the A3059 to serve
the southern side of the Airport to encourage direct bus access to this area.
Southern side of Airport
L2
Support the bus operators in monitoring bus demand with a view to
increasing existing bus frequency and/or introducing new bus services
(including consideration of a Park and Ride service).
L3
Work with CC to implement cycle measures (e.g. a cycleway) on the A3059
to connect the Aerohub to the NCN32.
Terminal and on flight
L4
Monitor and evolve the Staff Travel Plan. Long term measures may include
consideration of a staff shuttle.
Ball Lane
L5
Increase passenger and staff parking, and car hire provision in line with
demand and mode share targets.
L6
Work with CC to monitor traffic flows and operation of key highway junctions including the Airport access and A3059/Ball Lane.
Highway network
69
70
71
9.0
Environmental Impact Summary
9.1
Sustainability Appraisal Summary
9.1.1 This revised Masterplan reflects a reduced passenger forecast, in addition to a number
of new economic opportunities. A Sustainability Appraisal (SA) has been undertaken, so that
environmental and social aspects are taken into account during its development and to ensure the
supporting evidence base is robust. This will enable the Masterplan to be afforded sufficient weight
in supporting developments at the Airport. This report sets out the results of the SA.
9.1.2
The SA is undertaken through a number of steps:
• A ‘scoping stage’ was undertaken which set out the method to be used for the
sustainability appraisal, related plans and the baseline environmental, social and
economic conditions – a scoping report was produced and issued to key consultees,
such as statutory environmental bodies
• The baseline conditions were reviewed to determine key constraints and opportunities
for Masterplan development – the baseline was used to develop a set of criteria against
which the Masterplan was assessed
• Potential locations for a terminal were assessed using these SA criteria, the Development
Zones were also assessed individually throughout the masterplanning process – the
assessment determined whether there were any likely positive or negative effects on
sustainability grounds
• Where possible, the planning of the Development Zones avoids negative effects and
maximises positive effects – where this is not possible in the Masterplan, further mitigation
and enhancements have been proposed, in addition to a method for monitoring these
effects.
Baseline
9.1.3 There are a number of villages, hamlets and isolated dwellings located in close proximity
to the Airport. Newquay is the largest settlement in the area. Newquay and surrounding parishes
perform poorly on the selected health and wellbeing indicators, both relative to the rest of Cornwall,
and when compared to the UK as a whole. There are fewer economically active people and they
are in lower-skilled or part time jobs. Tourism is an important part of the local economy and relies on
Newquay’s coastal environment.
9.1.4 It is planned that Newquay will be the recipient of significant growth and investment over the
next 15 years. ‘Nansledan’ is an urban extension to the east of Newquay and is planned to provide
up to 3,750 homes as well as other uses. The designation of the EZ and associated developments
is expected to provide up to 5,000 jobs for the local area. Considerations for the Masterplan
comprise maximising future potential for commercial uses at the Airport, while minimising sources of
disturbance for local communities.
9.1.5 The Airport is located on a high plateau surrounded by agricultural countryside and the coast
to the west. It has an important military heritage due to the airfield’s association with key political
events in the twentieth century (Second World War and the Cold War). This is still evident in many of
the buildings and character of the Airport. There is also a high potential for buried archaeology in
some areas. The Masterplan design considers landscape and historic character.
9.1.6 Although the habitats at the Airport are managed for aircraft and risk of bird strike, there are
areas of wet woodland and grassland that are important for biodiversity. Many species of bats (some
rare) use the Airport for roosting and feeding, as well as dormouse, otters, badgers and reptiles. The
Masterplan design considers nature conservation as well as enhancement for biodiversity.
9.1.7 There are several small streams that rise within the Masterplan boundary. NQY is not at risk
of flooding, although flood risk areas downstream will need to be considered. There is limited foul
73
drainage provision at the Airport, mainly on the northern side. Protection of water resources and
provision of services is important.
9.1.8 Access to the Airport by public transport or cycling is very limited and the Masterplan,
through the ASAS, considers how this could be improved. The Airport is also aiming to reduce its
carbon footprint, through both reducing energy use and use of renewable sources such as the
Kernow Solar Farm. Energy is also consumed through use of new building materials and re-use,
recycling and generation of waste; these issues are also considered in the SA.
Figure 13 Views from the south of Masterplan area, looking towards DZ1, wooded valley and SH4 Hangar
Assessment
9.1.9 The current terminal is located on the north side of the Airport. The previous Masterplan
(2008) proposed moving the terminal to the south side to Development Zone 3. The first stage of
this Masterplan was to determine the preferred location for the terminal. A number of options
were assessed in the north and south of the Airport. The northern options were likely to have a less
negative impact on biodiversity, although a greater impact on existing communities. The southern
options provided better transport links and opportunities for economic growth.
9.1.10 A number of other factors also influence the terminal location including passenger forecasts
and the condition and capacity of the existing terminal building. The assessment determined that
the existing terminal will remain in its current location. When passenger numbers reach 600,000 pa
in the high growth scenario (currently predicted for 2030) a new terminal would be required and
Development Zone 3 is safeguarded for this use in the Masterplan.
9.1.11 The proposed framework for development in each of the Airport’s Development Zones was
assessed and the following effects were predicted for the Masterplan overall:
74
SA Topic
Overview of Effects
Communities
and Health
• In the medium-term, there is potential disturbance (noise, traffic, and
lighting) to north-side communities as the terminal will remain in its
current location. In the long-term the terminal may be located to the
south.
• Development of the Aerohub Business Park may introduce additional
sources of minor disturbance to the isolated hamlets and residences to
the south of the airport.
• Development of the Business Park and eventually, Development Zone
3 provides the opportunity for linkages with communities at Newquay
and Nansledan, in terms of provision of jobs and facilities such as retail
and transport linkages.
Economy
• There are long-term regional benefits through continued passenger
growth
• There are positive effects on the local economy through the provision
of long-term development space and opportunities in the Aerohub EZ.
Landscape
and Historic
Environment
• The Masterplan avoids indirect adverse effects on nearby designated
sites.
• Local landscape features are largely protected through design,
included wooded valley in the south, and enhanced by proposed
planting on the north-side. Sections of hedgerow will be lost for access
in the Business Park.
• The Masterplan avoids affecting many of the Airport’s historic buildings
and their settings, however, some historic buildings and associated
character will be lost.
• Although many areas where there is high potential of encountering
archaeology have been avoided, some of these areas would be
developed.
Biodiversity
• A number of areas of high ecological value have been retained by the
Masterplan.
• A couple of small areas of scrub/ grassland will be lost.
• Areas within Development Zone 1 and the Northern Loop have been
set aside to create new areas for biodiversity. Other enhancements
are linked to existing areas of biodiversity.
Water
• A Surface Water Management Strategy has been produced to ensure
there is no increased flood risk downstream from the Airport.
• A new pumping station will be built at the Aerohub Business Park to
pump sewage to a connection at St Columb Minor.
Traffic &
Transport
• An ASAS has been prepared which sets out a number of actions and
targets to improve transport. However, as the terminal will remain on
the north side, there is limited opportunity to improve northern access
via Ball Lane.
• Improved access to the south side includes a bus loop, additional car
parking and cycle parking.
75
Air Quality,
Energy
Use and
Greenhouse
Gas Emissions
• There are unlikely to be any effects on local air quality from the
Masterplan.
• In the long-term, there are several opportunities to improve energy
efficiency in existing and proposed buildings.
• The Solar Farm currently provides the Airport with renewable energy
and there is the opportunity to incorporate use of biomass and
anaerobic digestion into development.
Materials and
Waste
• There are negative effects associated with new buildings due to raw
materials used and waste generated during construction.
• A number of buildings, structures and materials would be re-used,
reducing waste and minimising use of raw materials.
Land Use and
Quality
• The use of previously developed land in a number of zones, minimises
the requirement for greenfield land-take.
• There are some areas of proposed greenfield land take including the
Aerohub Business Park and Development Zone 3.
• No effects associated with sources of potential contamination were
identified.
Cumulative
Effects
• There are cumulative positive effects on the south side of the Airport, in
relation to greater connectivity and economic growth with proposed
new communities at Newquay.
• There are potential negative cumulative effects from additional
housing in the proposed Local Plan on landscape, flood risk, and
disturbance on the north-side. However, this will depend on location
and design of these sites.
9.2
Strategic Drainage & Surface Water
9.2.1 A Surface Water Management Plan (SWMP) (appendix 14.15) was produced to identify
existing conditions, current and future proposals and identify how this site can be developed
sustainably with regards to surface water runoff without increasing flood risk at or downstream of the
Airport site, as well as maintaining or improving the quality of surface water discharges.
9.2.2 This site and the downstream receiving watercourses are not defined as ‘critical drainage
areas’. However, this largely green field site may be subject to considerable development over
the coming years through the development of the site-wide Masterplan. With respect to new
development, an SWMP study offers the opportunity to reduce existing surface water flood risk
downstream or to create capacity in the drainage system through improvements in runoff from
development sites.
9.2.3
The study was undertaken in four stages as recommended in current Defra guidance:
• Preparation
• Risk Assessment
• Options
• Implementation and Review
76
9.2.4 The Airport sits near the top of two river catchments: the Menalhyl flows to the north and the
Porth Stream to the south. The northern tributary of the Porth Stream flows from east to west through
the southern part of the site. It is formed from two small streams that rise within the site. A further
tributary rises within the RAF St Mawgan site flowing into the tributary just downstream of the site
boundary. It joins the southern tributary of the Porth Stream approximately 5km downstream, just
before it drains into the sea at Porth Beach.
9.2.5 Several minor tributaries of Menalhyl rise from springs along the northern boundary of the
site, within Carnanton Woods to the north east and near Little Acre to the north-west. The Mehalhyl
discharges into the sea at Mawgan Porth approximately 1.5km downstream of the Airport. There is
a further minor watercourse which rises on the western boundary of the site near Penvose Farm and
discharges to the sea at Watergate Bay.
9.2.6 The Airport site is not located within a groundwater source protection zone; although the site
is classified as a secondary aquifer, which is associated with the Meadfoot Beds underlying geology.
These are permeable layers of rock capable of supporting water supplies at a local rather than
strategic scale. These are generally aquifers formerly classified as a minor aquifer and is used for
several local groundwater abstractions.
9.2.7 A number of risks were considered from sources of flooding and on water quality. Flood
risks to the site are considered to be low due to the topography and location of the site at the top
of a ridge/catchment and the surrounding system of watercourses. The highest perceived risks are
considered to be:
• Unknown quantity and quality of runoff from existing systems, particularly the runway
drainage network and associated infrastructure such as the fire-fighting training area
• Risk to the Porth, its tributary and the River Manalhyl from foul discharges from sewage
treatment units and polluted surface water runoff
• Risk to local groundwater abstraction points
• Existing site contamination, e.g. fuel storage areas
• The residual risks following development, which in terms of quality and quantity, should
be no greater than the existing conditions
• Construction phase risks, in terms of silt and fuel runoff
• On-going operation & maintenance liabilities in terms of controlling and maintaining
quality and quantity of runoff from existing systems and proposed development plots
9.2.8 The report recommended that future storm water drainage features should adopt best
practice ‘Sustainable Drainage Systems Principles and Design Parameters’. Allowable runoff rates
shall be taken as matching the existing green or brownfield condition plus an allowance for at least
10% betterment should be included along with appropriate climate change inclusions. The design
allows for adequate space for these drainage features within each zone.
9.2.9 Water quality should be considered to reduce impact upon receiving waters and
redevelopment should incorporate improvements in pollution control where required. Amenity and
biodiversity features should be considered and whilst water features are not acceptable due to the
hazard of attracting birds, green spaces can be promoted.
9.2.10 There will also be a need for a phased approach to foul drainage from DZ1 and DZ3,
dependent upon the development timing for Business Park phases 1 and 3. In the short term this may
be drained to the Business Park Phase 1 foul pump station. In the longer term another solution will be
required and several options are presented in the report.
77
9.3
9.3.1 A Biodiversity Action Plan (BAP-appendix 14.18) has been produced. The BAP is required
to present recommendations for actions to conserve and enhance biodiversity at NQY and to
ensure compliance with the vision for the Airport, part of which is to provide a model of sustainable
development principles.
9.3.2 The NQY BAP is intended as a working document. To be effective it will require updates and
iterations in response to changes in legislation, policy, local priorities, site conditions and other drivers.
9.3.3
The BAP is comprised of the following elements:
• Introduction to biodiversity priorities in a national and local context
• The identification of biodiversity priorities and issues at NQY (the habitats/species that are
priorities for maintenance, restoration and enhancement and any potentially conflicting
issues), which will provide a baseline from which objectives and targets can be set
• The setting of specific objectives and targets for the biodiversity priorities identified at the
Airport (in relation to national and local biodiversity targets)
• The actions required to achieve the objectives / targets (and the desired outcome)
• The mechanisms for delivery of the NQY BAP: participation and integration, training,
internal and external reviews, updates, and management requirements
9.3.4 A number of ecological studies have been undertaken within the Masterplan boundary
and immediate surrounding area. These were supplemented and reviewed for any evidence of
notable habitats and species for which objectives and targets may be set within the NQY BAP.
9.3.5 A number of priority habitats for the Airport were identified including standing open water,
running water boundary features, woodland and grassland. Priority species comprised bats, reptiles,
dormice, birds, otter, invertebrates and amphibians.
9.4Noise
9.4.1 Aircraft noise contours were generated for this Masterplan – see section 6.4. The dB LAeq
metric (which measures continuous sound levels in decibels) is the traditional method of presenting
average noise levels at Airports in the UK and is the method used in producing noise contours as
outlined by the UK Government. UK Airports have historically used a 16-hour period (07:00 – 23:00) to
produce a LAeq, 16-hour noise contour. This allows the average noise levels experienced by people
living around the Airport to be estimated.
9.4.2 The noise contour plans are presented in the Sustainability Appraisal Report, appendix D,
‘Contours for Summer 2030’. Summer 2030 which represents the worst case scenario, is included on
the following page. (Refer to appendix 14.11)
The areas exposed to aviation noise above 57 dB LAeq 16 hour, which the UK Government considers
to represent the point at which communities become significantly annoyed by aircraft noise.
9.4.3 There is one household currently exposed to aircraft noise from the Airport above 57 dB LAeq
16 hour. This is predicted to increase to 16 households in 2030 for summer operations. There are no
households currently, or predicted to be, within the 63 dB or above noise contour, which is the level at
which noise insulation should be considered.
9.4.4 It is not anticipated that the development of the Airport will result in any significant ground
noise impacts. However, as part of a commitment to minimise noise from ground operations, the
Airport would implement measures to control activities as part of the detailed design for sites.
78
Figure 14 Airport Noise Contours for Summer 2030
9.4.5 As part of developing the Masterplan recommendations for a Noise Management Plan
(NMP) have been set out. Recommendations have considered current best practice measures in use
at other UK Airports and follow the International Civil Aviation Organisation’s Balanced Approach to
managing aviation noise. Recommendations are grouped into three areas mitigation, monitoring
and communication.
9.5Lighting
9.5.1 The overreaching lighting strategy looks to minimise long-term light pollution and light
spillage into the local environment. Due to the Development Zones forming part of the Airport, Civil
Aviation Authority restrictions apply.
9.5.2
The following codes provide guidance on the levels and extent of lighting:
• Hidden Zone - full cut off lighting max height 6m. Security floodlighting permitted
• Public square - feature lighting
• Visible Zone - full cut off lighting max height 6m
• Sensitive Zone - low level bollard lighting permitted only and no columns or wall mounted
lamps
• Very Sensitive Zone - no lighting zone
79
9.5.3 Within bat-sensitive areas the requirement for lighting should always be considered. Where
lighting is required, as may be necessary for aircraft and public safety, conditions should be
imposed to ensure that impact of the lighting on the bats is kept to a minimum. The use of lightingdesign computer software that calculates where light will fall should be used to identify the potential
impact and to plan mitigation.
9.5.4 An assessment of each Development Zone has been undertaken and the results are
recorded within appendix 14.27.
9.6
Airport Emissions
9.6.1 Aviation contributes to global greenhouse gas emissions. Since the start of 2012, emissions
from international aviation have been included in the EU Emissions Trading System (EU ETS), requiring
airlines to monitor, report and trade emissions. The EU ETS applies to all EU and non-EU airlines
operating from European airports, as such there is a legal responsibility on the airlines using NQY to
monitor report and reduce their carbon emissions in line with the requirements of the scheme.
9.6.2 The Operator has also recognised that the cruise emissions associated with air traffic
movements to and from the Airport are notable emissions category within Cornwall’s own carbon
footprint, the Operator has been monitoring and reporting in flight emissions from the Airport since
2007. Emissions for the 2007 and 2008 data years have been included in the Cornwall and Isles of
Scilly (C&IoS) Greenhouse Gas (GHG) Inventory (2009-2012 inventory update is due later this year). In
2008 aviation emissions were 15,990 tonnes CO2 equivalent, based on 14,209 aviation movements.
This was only 0.3% of the total GHG emissions recorded for Cornwall36.
9.7
Local Air Quality Assessment
9.7.1 A local air quality assessment was undertaken to provide an overview of potential impacts of
proposed changes to the Airport operations.
9.7.2
The principal sources of emissions to air from the Airport include the following:
• Emissions from aircraft (airborne and when on the ground)
• Emissions from road traffic accessing the Airport
• Emissions from airside vehicles and plant
• Emissions from any energy plant
9.7.3 Given its rural location, the generally good air quality, the assessment focused on the main
source of emissions to local air quality which are emissions from road traffic37 . Studies have shown
that emissions from aviation related operations reduce rapidly beyond the immediate area around
the runway38. The assessment looked at the impacts of the proposed changes to the access roads to
the Airport in association with the SAS.
9.7.4 The main pollutants of concern from traffic are nitrogen dioxide (NO2) and particulate
matter (measured as PM10 and PM2.5). The air quality assessment will assess impacts from these
pollutants on human receptors. A review of the area in the immediate vicinity of the Airport has
shown that no statutory designated ecological sites are present and therefore the assessment has
not considered impacts on ecological receptors.
36
37
38
‘Greenhouse Gas Emissions for Cornwall and the Isles of Scilly’, Camco, 2008
‘Air Quality Progress Report’, Cornwall Council, October 2013
‘Aviation Policy Framework’, Department for Transport, March 2013
80
9.7.5 It was found that impacts during construction of Development Zones are not likely to
be significant given the short construction period and the rural location of the Airport. Good
construction practices and a construction traffic plan will ensure that any potential impacts can be
mitigated.
9.7.6 During operation of the existing Terminal, impacts are expected to be not significant
considering that the location of the Terminal will remain unchanged in the medium term and
proposed infrastructure, specifically the Newquay Strategic Route, is likely to improve access to
Newquay by diverting traffic from the B3276, which currently experiences some congestion during
the summer months.
9.7.7 The impacts from the operation of the Aerohub Business Park are not expected to be
significant. According to the 2012 air quality assessment, the Aerohub Business Park is unlikely to
adversely affect air quality on along the Newquay road network, which includes the A3059 main
access road to the Terminal.
9.7.8 This assessment has focused on the current proposals of maintaining the Terminal at its
current locations to the north of the Airport. However the Masterplan has also considered an area
to the south for a new Terminal, when passenger numbers exceed 600,000. A new Terminal to the
south of the Airport has the potential to impact local air quality in the vicinity of the A3059 and future
receptors at the Aerohub Business Park.
9.7.9 Potential impacts associated with this option are likely to be mitigated with a new SAS that
will address the increase in traffic along the A3059, which is likely remain the main access road to the
Airport from Newquay. It is reasonable to assume, considering the current levels of NO2 and PM10,
that are well below the relevant objectives, that increases in traffic as a result of a new Terminal to the
south, will not result in levels of NO2 and PM10 exceeding the objectives. In addition a new Terminal to
the south will also result in a drop in traffic numbers in the vicinity of the north Terminal and along the
B3276.
9.7.10 It was concluded that the proposed Masterplan is unlikely to result in significant impacts
on local air quality during construction and operation when appropriate mitigation and design
solutions are implemented.
9.8
Energy Use at the Airport
9.8.1 NQY has a Carbon Management and Action Plan. The Airport is in the process of applying for
the ACA Scheme.
9.8.2 This provides a mechanism to both benchmark and recognise the Airport Operator’s efforts
to measure, manage and reduce their carbon emissions across the four levels of award. The
following progress has been made towards achieving Levels 1 and 2 of the award:
• Level 1 (Carbon mapping): Carbon footprints were produced for the 2009, 2010 and 2011
calendar years, alongside a Carbon Action Plan mapping out the actions required for
the Airport to move towards Level
• Level 2 (Carbon Reduction): A Carbon Management Strategy has been produced and
evidence of year on year reduction in emissions collated by the Operator. The Operator
is working towards reducing their annual carbon footprint, including introducing
renewables, improving onsite energy efficiency/management, and staff training to
ensure the implementation of policies
81
9.8.3 In May 2015 the Operator achieved its Level 2 Carbon Accreditation from the Airports Council
International the recognised industry Body. The Operator considers the importance of reducing its
carbon footprint which it has successfully achieved over the last few years.
In terms of ACA compliance and evidence requirements, only the Operator’s corporate carbon
target and carbon footprint is used at present. CAL has not yet committed to progress to a Level 3
as it needs to understand the impacts of that commitment i.e. financial and timescale. The Carbon
Footprint graph shows carbon emissions from the activities and facilities under the Operators
influence:
• Direct ‘control’, e.g. onsite fuel consumption (Scope 1)
• Indirect ‘influence’, e.g. onsite electricity consumption (Scope 2)
• Indirect ‘guidance’, e.g. business travel and electricity transmission and distribution loses
(Scope 3)39
9.8.4 The majority of emissions (approx. 72% in 2012) are derived from the Operator’s onsite
electricity consumption with the remainder being associated with fuel consumed either for heating,
transportation or by generators.
Figure 15 CAL Carbon footprint 2010–2012
9.9
Energy Supply
9.9.1 The Kernow Solar Park, owned by CC, is a 5MW Solar Photovoltaic farm in the southwest
of the Masterplan area. The yield calculations give an overall yield factor of 983 (kWh/kWp). The
CO2 benefit of this production has been estimated at 2,700 tonnes per annum. The Solar Park was
completed in 2013 and provides solar energy to the Airport.
9.9.2 A number of options40 for biomass and anaerobic digestion have been investigated. Based
on a number of criteria, a biomass boiler solution was preferred for an Aircraft Finishing Workspace
that was proposed in Development Zone 1. A number of options are still being investigated relating
to containerised anaerobic digestion and other small-scale renewables.
39
40
‘Newquay Cornwall Airport Carbon Management Report and Action Plan 2012-2015 (DRAFT)’, CAL, 2013
‘Newquay Cornwall Airport Biomass Options Study’, ARUP, Sept 2013
82
83
10.0
Mitigation and Monitoring
10.1 Mitigation and Monitoring
10.1.1 Contained within the Environmental Report41 is the full detail of recommended mitigation
and monitoring framework strategies. Mitigation measures have been proposed to prevent, reduce
or offset any significant adverse effects on the environment of implementing the Masterplan.
Enhancement measures have also been proposed to maximise the benefits of predicted positive
effects.
10.1.2 Key mitigation and enhancement measures comprise:
• Use of the lighting strategy to avoid introducing new sources of light intrusion to local
communities, landscapes and to avoid impact on bats and other nocturnal species
• Long term safeguarding of Development Zone 3 for a terminal to move any potential
disturbance away from periphery communities and create a hub on the south side with
better surface access links to communities at Newquay
• Planting along the perimeter of the Northern Loop to provide habitat connectivity and
additional buffer between the Airport and landscape to the north, in addition to local
communities
• Maintain the wooded valley to the south of the Airport, including a buffer zone to
maintain landscape features, protect wildlife and the Porth Stream tributary
• Protection of historic built environment through use of mitigation set out in the HEA
section of the SA (refer to appendix 14.12), including retention and adaptive re-use of
historic buildings, use of historic building recording, consideration of setting and building
association in detailed design
• With reference to the loss of buildings and structures of heritage significance, the
Masterplan will ensure that any loss will be justified in accordance with the provisions of
the National Planning Policy Framework
• Avoid the prehistoric settlement within Business Park West where possible and use a
phased approach to archaeological evaluation in other areas
• Manage woodland, hedgerows, grassland and other habitats as set out in the BAP to
strengthen and improve biodiversity and landscape
41
‘Sustainability Appraisal, Environmental Report’, Parsons Brinckerhoff, 2015, Table 5.1
85
• Areas for ecological enhancement have been identified within Development Zones
• Use of visual assessment and design for development where required due to location or
scale of development, for example a future terminal building on high ground in DZ3
• Detailed drainage design should ensure pollution prevention to surface and groundwater
and existing run-off rates, with 10% betterment and appropriate climate change
allowance – any new development to be accompanied by improved pollution control
• Use of actions and targets set out in the ASAS to improve accessibility and minimise
vehicular emissions to air
• Consideration of rainwater harvesting and grey water collection from buildings for
all zones, in addition to improving energy efficiency in new build and refurbishment
(Terminal, HAS, DZ1, DZ2, DZ3, Business Park)
• Investigate the use of biomass and anaerobic digestion facilities (and/or other low
carbon heating solutions) for development in a number of the zones
• Maximise use of existing structures – re-use/ recycling of hardstanding and other
materials on-site; and allow space for future waste management in detailed design to
minimise effects on natural resources
• Use of construction best practice including updating protected species surveys and a
Construction Environmental Management Plan to minimise environmental effects
10.1.3 In addition, indicators have
been proposed to monitor potential
negative and positive effects, where
monitoring helps to ensure that any
problems
which
arise
during
construction
and
operation
of
development schemes, whether or not
they are foreseen, are addressed.
86
87
11.0
Future Growth Framework
11.1 Development Opportunities
11.1.1 There are a number of development opportunities that have been identified as part of the
Masterplan and these are detailed further in the text below. In order for them to be enabled it is
envisaged that public sector support from European, national, regional and local sources will be
pursued. Suggested projects included:
• Infrastructure inside and outside the Airport boundary
• Operational infrastructure
• Hangar and offices
Terminal Zone
11.1.2 The development options which consider the existing terminal facility are dependent upon
the decision to retain, refurbish, expand, or to relocate the terminal to the south of the Airport.
Evidence of passenger growth, passenger forecasts and the maximisation of existing terminal
capacity will determine whether a new build terminal can be justified or afforded. Based on the
passenger forecast work undertaken by RDC Aviation 42 it has been identified that passenger
numbers are unlikely to trigger a new build terminal by 2030.
11.1.3 However, it is understood that there will continue to be aviation related constraints to the
northern areas located within the LDO, such as height restrictions on development, distance of
development from the runway, noise and light pollution effecting Carloggass and St Mawgan. These
will dictate what activities may or may not take place.
11.1.4 However, in the event of relocating the terminal to the south it would be more appropriate
and desirable to have a co-ordinated, well-integrated development hub in a single location that
comprises some or possibly all of the above elements. This would therefore reduce pressure on the
level of physical demand for land to the north, its future function/use and ultimately any value that
may be generated from investment there.
Development Zones 1, 2 and 3
11.1.5 These Zones on the operational Airport represent further opportunity for growth and due to
their location will predominantly have an aviation/aerospace focus. Combined, these zones offer
a significant area (58.5 hectares, 144.5 acres) of development land for new business development
through new hangar space, offices, ancillary accommodation and workspace.
11.1.6 There are already a number of successful businesses operating effectively from some of
the existing properties (though many of these buildings are outdated and suffering from a lack of
modern services and infrastructure), particularly within Development Zone 1.
Hardened Aircraft Shelters (HAS) Zone
11.1.7 There are already a number of successful businesses operating effectively from the HAS area.
They are serviced and accessed within the HAS units and further enhancement of this area is seen as
providing a prominent location for business.
Business Park Phase 1
11.1.8 The LDO for this zone was approved in 2013 and was based on the creation of a Business Park
to the south of the runway. Accessed from the SAR the Business Park will provide fully serviced and
accessed development plots.
42
Newquay Cornwall Airport Market Assessment and Forecasts, RDC Aviation, May 2013
89
airpo
ay via
ewqu
To N tergate
Wa
r t ac
prevailing
wind
St Mawgan
Village
cc es
s ro a
d
Terminal
Building
B3
27
6
NH1
5
Alpha
Apron
Carloggas
Village
NH2
7
Northern
Loop
Terminal
6
Golf
Apron
WH1
(Bristow)
UK Search
& Rescue
North
ATC
4
HAS
DZ 2
N
po
rt
ac
ce
ss
ro
11
Foxtrot
Apron
Fire training
area
Echo
Apron
1
Deve
2
Deve
3
Deve
4
HAS
5
Term
6
Nort
7
Nort
8
Busi
9
Busi
10
Busi
ad
Airport Fire
Service Station
SH1
2
air
INITIAL A
SH4
RVP meet
point
DZ 1
1
3
Business
Park Phase 1
Solar
Farm
12
Business
Park East
8
Business
Park West
DZ 3
11
9
10
A3 0
59
12
Cornwall Air
Ambulance Trust
Cornwall Airport Newquay - Terminal Zone Assessment
Figure 16 Development Zones Location Plan
1
Development Zone 1
8
Business Park Phase 1
2
Development Zone 2
9
Business Park East
3
Development Zone 3
10
Business Park West
4
HAS
11
Runway, Taxiway Apron Operational Zone
5
Terminal
12
Solar Farm
6
North
7
Northern Loop
Masterplan Boundary
90
Runw
Ope
Sola
Mas
Business Park West
11.1.9 Located between the SAR and eastern boundary of the Solar Park, this area with direct
access from the Road, will provide fully serviced and accessed development plots and is seen as
providing a prominent location for business. Delivery of this site could come forward after completion
of Business Park Phase 1.
Business Park East
11.1.10 Identified within this Masterplan as a future expansion zone once Phase 1 is fully occupied.
This area is seen as coming forward to support Aerohub growth that exceeds current forecast levels
and is covered by LDO2.
North Zone
11.1.11 This area is identified within the LDO as a Development Zone, adjacent to the Terminal
location.
Northern Loop
11.1.12 The area is identified within the LDO as a Development Zone but has been referenced within
the Development Zone plans as an area set aside for future use. What this implies is that all effort to
support investment and development should be focused on LDO Development Zones identified
within the south. However, should a unique proposition arise, that could not be located in the
southern cluster environment, it could be considered.
11.1.13 While concepts to promote growth and investment are encouraged, further opportunities
that meet with this Masterplan, and which provide investment that secures the Airport’s future, will
be supported.
11.1.14 The following Development Zone plans illustrate the opportunities presented on the Airport.
They take account of all the research and data as identified in section 1.2 and the technical studies
undertaken during the development as part of this Masterplan. They provide frameworks which
businesses can use to identify investment opportunities at the Airport. Enlarged versions of these
plans are included with the appendices 14.1-14.8.
11.1.15 The design team have carried out the role of BIM
Managers and lead coordinators of the BIM model. As a
fully integrated design team, they have worked in a
Building Information Modelling (BIM). Although this is a
masterplan exercise, they have been able to utilise BIM at
a high level. At this early stage in the project the use of BIM
is limited but has helped with co-ordination and
visualisation. At future stages the use of BIM will give
collective coordinated benefit, such as material takeoffs, logistics, safety, optioneering, services infrastructure,
clash prevention and wide ranging outputs that could
also include Facilities Management (FM) and
completed building awareness.
The strategy of
application associated with BIM is well thought through
from the outset, as opposed to being ‘bolted on’ to the
design process later. At later stages it will be possible to
export coordinated BIMx 3D models to present to the
whole project team to show design development and
progress.
Using BIM is a great way to ensure the
standard of work produced is monitored. The design
team have been responsible for the full coordination
utilising their unique expertise at the forefront of BIM
technology.
91
11.2 Development Zone Framework Plans and Conditions Table
Future
Proposed Echo
developmentnew hangar Apron
extension
site
Proposed fixed
base operator
building
Old ATC
prevailing
wind
Aircraft
parking
areas
Echo
Taxiway
clear
access
1. DEVELOPMENT ZONE 1
N
Notes
N
y
xiwa
Ta
ho
Ec
Check all dimensions on site. Do not scale from this drawing
Report any discrepancies and omissions to HLM Architects
This Drawing is Copyright ©
1:1250
1:50/1:20
Demolished
buildings
to provide
new business
accommodation
Potential
reprovided SH1
accommodation
DESIGN/SKETCH DESIGN
Unless stated otherwise, the designs shown are subject to detailed site survey, investigations, and
legal definition, the CDM Regulations, and the comments and / or approval of the various relevant
Local Authority Officers, Statutory Undertakers, Fire Officers, Engineers and the like. They are
copyright, project specific and confidential and no part is to be used or copied in any way without
the express prior consent of HLM Architects.
0.5
Demolished
Code ‘D’ area
for Delta taxiway building to provide
access to DZ2
1:2500@ A3
80
PHOTOCOPIED/SCANNED INFORMATION
NB This drawing is based on photocopied / scanned information liable to distortion in scale.
3
AREA CALCULATIONS
NB The areas shown are approximate only and have been measured off preliminary drawings as
the likely areas at the current state of design using the stated option from the Code of Measuring
Practice, 4th edition. RICS / ISVA. These may be affected by future design development and
construction tolerances, or the result of surveys for existing buildings. Take account of these
factors before planning any financial or property development purpose or strategy and seek
confirmation of latest areas before decision making.
TH
100.93
TH
100.88
60
40
1
3RD-PARTY INFORMATION
NB This drawing includes information provided by independent surveyors and / or consultants, to
whom all queries shall be made. HLM Architects can accept no liability for its content or accuracy.
0.5
1
W-HT
100.72
20
Potential vehicular
access to DZ2
ay
xiw
Ta
C
E A
lta
De
SID
D DE LT A
TA XI W AY
2
AIR
LIC EN SE
TH
TH
99.13
TH
99.22
TH
100.76
TH
99.13
FFL
100.76
TH
100.16
W-HT
100.41
TH
100.21
FFL
100.27
FFL
102.81
35C
35
W-HT
105.05
ATC
ron
Ap
FFL
102.86
RU
lta
De
FFL
100.15
TH
99.13
35A
W-HT
105.06
W-HT
104.00
W-HT
103.65
W-HT
103.92
FFL
102.92
TH
100.23
W-HT
100.48
35B
W-HT
100.57
TH
100.82
TH
W-HT
103.82
FFL
103.12
W-HT
104.28
100.78
FFL
103.15
W-HT
100.62
W-HT
100.63
40
FFL
99.95
D/
45C/
W-HT
100.92
E/F
AY
MOD negotiations
required should fence
need moving
NW
TH
99.14
45B
W-HT
103.19
FFL
102.97
B
40A/
W-HT
103.51
W-HT
103.54
FFL
103.33
W-HT
102.80
DZ 1
FFL
102.51
W-HT
104.16
Airport emergency gate
5. Access to MOD land
W-HT
103.84
FFL
101.11
WOOD CANOPY EDGE
EDGE
CANOPY
WOOD
3322
Potential Echo Apron lost to hangar
expansion
FFL
101.12
W-HT
101.23
W-HT
101.55
31
FFL
101.20
Southern Access Road to DZ1,DZ2,DZ3
SAT3O20 S2
P
W-HT
101.25
W-HT
100.86
Access to connect DZ1, DZ2 and DZ3
FFL
101.96
Development Zone
WOOD CANOPY EDGE
FFL
101.20
Indicative hangar footprint (Aircraft
type max. 737-800)
40C
SAT3O20 S3
P
Development Zone 1 Key
Proposed access to DZ3
ron
Ap
ho
Ec
3333
Indicative hangar footprint (Aircraft
type max. 757-300)
E
TO
1
W-HT
100.51
SS
TH
99.15
BS7T4O7P
F
TH
100.98
MOD fuel depot and
vehicle parking zone
45A
AS3T2O0P
45
1
SH
TH
99.15
M
CE
100.89
SH
W-HT
100.86
BED
EDGE
4SH4
CANOPY
FFL
101.95
WOOD
SH
W-HT
102.34
W-HT
101.96
W-HT
101.44
W-HT
100.99
S1
RAF
ST M A WGA N
SAT3O20
P
s
Tank
Airside emergency exit
Buildings demolished
29
FFL
101.95
W-HT
100.98
Retained aircraft apron access
W-HT
101.43
TH
101.79
WOOD
CANOPY
EDGE
FFL
101.95
FFL
101.94
W-HT
102.01
Taxiway
FS
W-HT
100.59
FFL
101.95
W-HT
99.11
W-HT
101.94
30
Aircraft Apron (Echo and Foxtrot)
W-HT
100.36
Date
Drn Chk
EDGE
W-HT
101.09
WOOD
CANOPY
EDGE
NEWQUAY CORNWALL
AIRPORT MASTERPLAN
OF
DK
EXTENT
AIRFIELD
DK
OF
EXTENT
AIRFIELD
C/L
H2.5
KERB
C/L
VERGE
H2.5
VERGE
BT
VERGE
CYCLE
LANE
SIGN
Ducts
BTIC
0.45d
Empty
Cable0.65d
Pit
G
98.03
IL 1.89d
Pit
0.7d
G
C/L
VERGE
TAR
FP
KERB
VERGE
H2.5
30B
BRICK
OF
EXTENT
AIRFIELD
1
STOREY
H2.5
C/L
OF
EXTENT
AIRFIELD
G
VERGE
KERB
Tank
C/L H2.5
PROPERTY
ACCESS
MODNO
-
600
BANK
Plastic
C/L H2.5
TOP
H2.5
RS
30A
OF
EXTENT
AIRFIELD
1.5d
BANK BASE
RS
LINE OF
150 Plastic
PLANTED
SAPLINGS
LINE
PLANTED
SAPLINGSOF
TOP
BASE
600
W-HT
95.66
BANK
TOP
BANK
W-HT
95.66
VERGE
BASE
H1.3
KERB
BANK
BANK
BASE
TOP
BW
VERGE
CONC/W
->
GABIONS
W-HT
W-HT
94.46
94.46
GRASS
BW H1.3
BANK
BASE
MH
98.05
2.92d
CL
Cable3.02d
Pit
BANK BASE
OF
LINE
PLANTED
SAPLINGS
G
TAR
FP
DITCH
FLOW
->
TOP
CONC
BASE
BANK
BANK
Access to development zones and
expanded parking areas
BANK
GABIONS
375
TOP
MH
96.55
CL
on
Catchpit
93.88
IL
3.32d
brake
pipe
Pit
Hydro
outgoing
Plastic
VERGE
DITCH
VERGE
W-HT
W-HT
94.36
94.36
VERGE
Plastic
BASE
BANK
150
MH
97.43pit
CL
Catch
94.86
IL
2.81d
Pit
AR
TOP
D150
KERB
IL
KERB
BLACKTHORN
H2.0
Client
D600
IL
KERB
OF
LINE
PLANTED
SAPLINGS
VERGE
Plastic
G
BANK
IL
PIPE
D350
PVC
LINE OF
PLANTED
SAPLINGS
150
H2.5
H1.3
G
BW
BANK
BANK
C/L
TAR
FP
MH
95.85
CL
150
H2.5
OF
LINE
PLANTED
SAPLINGS
TOP
BANK TOP
pit
Catch 0.94d
Pipe 1.18d
Pit
BANK BASE
LINE OF
PLANTED
SAPLINGS
LINE OF
PLANTED
SAPLINGS
LINE OF
PLANTED
SAPLINGS
C/L
BANK
BASE
BANK
225
EOT
BANK BASE
pit
Catch
94.63
IL
2.43d
Pit
MH
96.76
CL
pit
Catch
93.97
IL
2.17d
Pit
PROPERTY
ACCESS
MOD NO
-
PROPERTY
ACCESS
MODNO
-
PROPERTY
ACCESS
MOD NO
-
OF
LINE
PLANTED
SAPLINGS
BANK
GRASS
TOP
LINE
PLANTED
SAPLINGS
375
H1.3
Plastic
OF
Proposed hangar footprint
Indicative development platforms
C/L
BANK TOP
BANK TOP
Apron expansion area
BW
G
BANK
TOP
BANK
TOP
MH
96.36
EDGE
CL
V
pit
CANOPY
TOP
WOOD
Catch
92.87
Valve
pipe
IL
3.79d
stop
Pit
Pen outgoing
on
BANK
BANK
OF
LINE
PLANTED
SAPLINGS
FIELD
G
VERGE
BW H1.3
TAR
FP
225 Plastic
Catch
92.35
IL
0.83d
Pit
MH
92.81
CL 91.49
IL
VERGE
pit
BANK
BASE
LINE OF
PLANTED
SAPLINGS
VERGE
150
KERB
Plastic
RS
150
PVC
BANK
BASE
G
pit
BASE
Plastic
LINE
OF
PLANTED
SAPLINGS
MH
92.62
CL 90.98
IL
BW H1.3
VERGE
150
KERB
BLACKTHORN
Catch
92.20
IL
0.87d
Pit
Extent of existing Southern Access road
BANK TOP
H2.0
G
BANK
Development area on
sloping terrain
Chy
TOP
KERB
BANK
KERB
BASE
Identified development zone
MH
94.19pit
CL
Catch
91.67
IL
2.78d
Pit
Title
MH
94.44
CL
GRASS
2.65d
Cable2.81d
Pit
MH
VERGE
CL
94.47
GRASS
TAR
FP
KERB
150
Plastic
BW
H1.3
Carparking / ancillary building zones
DEVELOPMENT ZONE 1
BANK
TOP
KERB
LINE
PLANTED
OF
SAPLINGS
VERGE
BANK
BASE
BW
BANK
H1.3
BASE
G
225
GRASS
VERGE
TOP
Plastic
BANK
Topography restricts development in
this zone, limited use
BANK BASE
BLACKTHORN
H2.0
FIELD
TOP
TOP
BANK
LINE
PLANTED
OF
SAPLINGS
VERGE
KERB
d
BANK
VERGE
TAR
FP
BW
VERGE
MH
90.79pit
CL
Catch
89.27
IL
1.72d
Pit
AR
150
150
PVC
BASE
H1.3
LINE
sR
oa
BANK
KERB
PLANTED
SAPLINGSOF
Licensed taxiway clear access approach
G
KERB
150
MH
90.73
pit
CL
Catch
89.14
IL
1.81d
Pit
G
300
Plastic
H1.3
BED
LINE
PLANTED
SAPLINGSOF
Ac
ce
s
LINE
PLANTED
OF
SAPLINGS
BW
VERGE
GRASS
Retained buildings
VERGE
MH
91.28
pit
CL
Catch
88.61
IL
3.06d
Pit
TAR
FP
G
VERGE
FIELD
BW
KERB
H1.3
Drawing No.
EDGE
CANOPY
Revision
WOOD
BED
MH
88.68
CL
1.20d
GRAVEL
MH
88.66
CL
G
coms
Empty
Ducts
1.35d
BED
300
Plastic
13170 / L(90)018
EDGE
CANOPY
LINE
PLANTED
SAPLINGSOF
MH
88.264
CL 86.37
IL
TAR
FP
WOOD
1.2d
VERGE
EOT
GRAVEL
LINE
PLANTED
SAPLINGS OF
H1.3
BW
KERB
H1.3
BW
LINE
PLANTED
SAPLINGS OF
PVC
150
GRAVEL
TOP
BANK
AR
Sout
EDGE
CANOPY
WOOD
300
KERB
GRAVEL
EDGE
Empty
CANOPY
x2
BT
WOOD
BASE
BANK
H1.3
TOP
BW
BANK
Empty
x2
BK/W
WATER
EDGE
BK/W
H1.3
BASE
BW
W-HT
W-HT
84.26
84.26
BK/W
BANK TOP
Plastic
BANK
150
AR
BASE
EDGE
BANK
WATER
TOP
GABION
BANK
BANK
LINE
PLANTED
OF
SAPLINGS
KERB
BANK
TOP
TOP
BASE
EDGE
H5
WOOD
BANK
TOP
BANK
Aerohub Business Park Phase 1
TOP
TOP
Plastic
BANK
BED
225
TOP
Plastic
BANK
BANK
225
VERGE
TOP
TOP
BANK
TOP
BANK
BASE
TOP
BANK
BANK
BANK
BASE
MH
82.21
effluent
CL
Final80.97
IL
HLM
BASE
WATER
WATER
EDGE
TOP
BASE
Checked
BANK
->
BANK
VERGE
G
BANK
150PVC
TOP
TOP
BANK
TOP
DITCH
BANK
TOP
BASE
BANK
KERB
TOP
MH
84.55pit
CL
Catch
83.21
IL
1.63d
Pit
effluent
pit
Final
Catch
1.32d
BANK
17/09/2014
WOOD
VERGE
KERB
CANOPY
EDGE
LINE
PLANTED
OF
SAPLINGS
BT
LINE
OF
PLANTED
SAPLINGS
AR
BANK
IL
BANK
BASE
Date
BW
Plastic
TOP
BANK
100PVC
VERGE
TOP
Plastic
PIPE
G
VERGE
BASE
TOP
BANK
BANK
300
D300
BANK
BANK
BANK
BELT
SCRUB
BASE
BANK
G
BASE
BANK TOP
TOP
MH
84.93
CL 82.81
IL
2.46
Pit
150
KERB
KERB
MH
pipework
84.67
CL
Enclosed
2.49d
Pit
TOP
Potential area for additional surface
water attenuation run off to included
biodiversity measures
BANK
RS
KERB
Plastic
BASE
BANK
CC
H1.3
LINE
PLANTED
OF
SAPLINGS
DK
BASE
BANK
TOP
BANK
LINE
OF
PLANTED
SAPLINGS
BASE
BANK
100PVC
TOP
BANK
KERB
H2.0
BLACKTHORN
BANK BASE
VERGE
4
2
1
TOP
TOP
BANK
BANK BASE
0.55d
BTIC
Cable1.20d
Ducts
Pit
Empty
VERGE
225
BANK
VERGE
CYCLE
LANE
LINE
PLANTED
SAPLINGS
VERGE
BANK
BASE
Drawn
TOP
TAR
FP
H1.3
Catch
82.62
IL
2.38d
Pit
OF
1:1250
BANK
TRACK
pit
G
MH
85.06
CL 83.54
IL
TOP
BANK
Existing woodland
TOP
TRACK
BANK TOP
TAR
FP
Cable1.11d
Pit
GRAVEL
Catch 1.72d
Pipe 2.16d
Pit
VERGE
Scale @ A1
TAR
SIGN
MH
85.09coms
CL
Empty 1.07d
Ducts
PVC
G
DK
BW
150
150
BANK
OAK
D0.55
H8
FIELD
BANK
MH
84.29
CL 82.99
IL
2.30d
Pit
GRAVEL
BASE
150
MH
84.26
CL
GRAVEL
pit
BLACKTHORN H2.0
KERB
VERGE
1.00d
Cable1.55d
Pit
MH
88.45
CL
MH
88.46
coms
CL
Empty 1.22d
Ducts
Cable1.62d
Pit
MH
87.54
pit
CL
Catch85.12
IL
2.81d
Pit
VERGE
G
BANK
covers
LINE
OF
PLANTED
SAPLINGS
H0.6
MH
85.07
CL
1.02d
CP
Cable1.18d
Pit
CL
UTL
Locked
G
PW
0.40d
BTIC
Cable0.60d
Ducts
Pit
Empty
MH
84.25
MH
84.25
Plastic
GRAVEL
BANK
TAR
FP
TOP
BOX
IC
84.19
effluent
CL
Final
1.46d
CL
150
BANK
BOX
100PVC
CONCRETE
effluent
Final1.00dIC
84.26
CL
TOP
100PVC
100PVC
GRAVEL
DK
KERB
BASE
TANKS
IC
84.18
effluent
CL
Final
0.90d
LINE
OF
PLANTED
SAPLINGS
GRAVEL
DK
BANK
BASE
OF
LINE
PLANTED
SAPLINGS
BANK
100PVC
CONCRETE
KERB
MH
84.78pit
CL
Catch
83.68
IL
1.40d
Pit
BANK
GRASS
System
System
FW
Filter FW
Filter
for
for
GRASS
100PVC
GRAVEL
VERGE
EOT
GRASS
225Plastic
BASE
LINE OF
PLANTED
SAPLINGS
TANKS
pit
Catch
83.36
IL
1.32d
Pit
G
effluent
Final
1.46d
BANK BASE
GRASS
BELT
SCRUB
P1
H1.3
LINE
PLANTED
SAPLINGS OF
VERGE
BW
he
rn
BELT
SCRUB
LINE
OF
PLANTED
SAPLINGS
Significant arrival spaces
TOP
SCRUB
96m
KERB
Alternative access
RAF St Mawgan
BANK
Existing attenuation zones
H1.3
BW
BANK
BASE
WILLOW
BANK
H7
DITCH
FLOW
<-
MH
83.59
CL 82.24
IL
1.67d
Pit
BASE
LINE
OF
PLANTED
SAPLINGS
KERB
BASE
IL
PIPE
D225
TOP
BANK
BASE
BANK
TOP
DITCH
FLOW
<-
CONCRETE
BANK
TAR
FP
BANK
BANK
CYCLE
LANE
SIGN
BELT
TOP
TOP
BANK
EDGE
BANK
VERGE
CANOPY
BW
H1.3
WOOD
G
TOP
BANK
BANK
TOP
BASE
TOP
SCRUB
IL
BANK TOP
BANK
Protective landscape corridor (15m)
<-
D150
FLOW
DITCH
KERB
CONCRETE
<DITCH
FLOW
WOOD
BW
H1.3
CANOPY
BW
EDGE
BANK
KERB
BW H1.3
BASE
BANK BASE
VERGE
SCRUB H2-6
BANK
BANK BASE
TOP
BED
BW H1.3
225 Plastic
AR x2 BT Ducts 0.50d-0.60d
150PVC
KERB
BANK TOP
ourt
is C
Tenn
BANK BASE
VERGE
TAR
FP
BELT
SCRUB
KERB
VERGE
BANK BASE
BW H1.3
G
TOP
CANOPY
88m
BW H1.1
TAR
FP
BANK TOP
Existing woodland stream
Potential large hangar footprint
(Aircraft type max. A330-300)
Area of proposed ecological
enhancement/ compensation
CANOPY
Existing attenuation
areas
Aircraft hangar parking areas on apron
17/09/14 CC JR
Rev Description
Project
W-HT
101.23
Aircraft apron existing extents
P1 PRELIMINARY ISSUE FOR COMMENT
Revisions
FFL
100.74
Tank
WOOD
F
BED
BANK BASE
CONCRETE
BRIDGE
IL
PIPE
IL
D500
KERB
BANK BASE
W-HT
W-HT
78.48
78.48
POST
TOP
BED
BANK TOP
CANOPY
91m
EDGE
H1.0
KERB
IR
Area of high ecological value
RAMP
UP
<-
IR
H1.0
VERGE
D500
BELT
SCRUB
CANOPY
WOOD
IR
WOOD CANOPY EDGE
BANK
TOP
GABION
Flow
Flow
H1.0
->
RAMP
UP
VERGE
TAR
FP
BED
BANK BASE
H1.0
CANOPY
IR
WOOD
EDGE
MH
81.83
pit
CL
Catch
80.48
IL
1.60d
Pit
BANK
BW H1.2
TOP
Und
BANK
TOP
ST/W
WITH
BLACKTHORN
BANK
TOP
BASE
BANK
&
GORSE
TOP
H1.0
BANK
BANK
BASE
EDGE
CANOPY
WOOD
KERB
VERGE
DZ1 has been identified as suitable
for the location of expanded hangar,
general aviation and aerospace
development
BANK
KERB
BASE
TOP
CANOPY
92m
M
BANK
TOP
TAR
FP
G
BASE
G
BELT
BANK
SCRUB
BELT
pit
SCRUB
Catch 1.22d
Pipe 1.46d
Pit
Plastic
VERGE
TOP
BANK
BASE
CONCRETE
0.93d
125mmPE
pipe
Water
Stand1.12d
Pit
MH
78.54
CL
SH4
Development Zone
20
40
1
60
1
80
2
1:1250
1:50/1:20
3
BANK
TOP
300
BANK
IC
78.54
BANK
BASE
G
CL
SAPLINGS
SAPLINGS
Buildings of high historic value (ATC Tower and
Nimrod Hangar)
0.5
0.5
CS
Description
Opportunities
Located on the southern side of the runway,
the zone sits between the Delta taxiway and
RAF St Mawgan. Its high point sits in the northeast corner adjacent to Delta taxiway, which
runs the length of the zone’s northern edge,
falling approximately 2m down to the west
towards Foxtrot apron. From Delta taxiway
the site falls approximately 4m to the south
side of the old Nimrod Hangar, SH4 (Southern
Hangar). From there it falls a further 8m into
the valley towards where the southern access
road crosses the valley stream, and presents a
relatively large development site at the top of
the SAR.
DZ1 has been identified as suitable
for the location of expanded
hangar, general aviation and
aeropsace development.
Development Zone 1
(DZ1)
Physical Site
The existing wooded valley and stream
flowing from the east to west runs along the
south eastern boundary, which is steeply
sloping.
Multiple buildings exist within the zone, most in
use and some derelict/vacant.
A large area of the site is covered by tarmac
and concrete, forming the Foxtrot and
Echo aprons and hard standing around the
hangars.
92
Infrastructure:
Access
Access is gained from the south along the
newly constructed SAR. This currently leads
to the Echo Apron at the front of SH4, and
is further marked out along the southern
boundary to serve other hangar and aviation
facilities within DZ1, where it terminates.
Within DZ1 an airside secure fence restricts
both vehicle and pedestrian movement.
Beyond this, air-traffic control authorisation is
required.
Services
The site has a limited range of services that
connect to the existing buildings and provide
electricity, telecoms, water and foul. A new
sub-station is located to the western edge of
boundary and is connected to the solar farm.
There are multiple decommissioned historic
service voids and chambers that exist within
this zone that require further investigation.
Drainage
Runway / Aviation
The site is accessed directly
from the SAR and is therefore
immediately connected to the
wider highway network from
the A3095. Direct access is also
available to the Aerohub Business
Park from the SAR.
Within DZ1, connections are
proposed to access Development
Zone 2 and on to the HAS zones,
providing the necessary links to
bring these sites into commercial
use.
Significant improvements to
service connections to power
new facilities will be required at
considerable cost, and this again
should be considered when
advancing development design.
Currently foul water is collected into a local
foul system. Historically this may have been
discharged west towards the Kelda Water/
MoD treatment works adjacent to the Porth
Tributary stream some 1.5km south west,
however since the transfer of assets to CC and
severing of services, foul water is understood
to discharge via a small package treatment
plant which discharges to the Porth Tributary
stream. Surface water is conveyed to the
stream via overland or existing piped systems.
This is further explained in the supporting
SWMP (appendix 14.15)
Surface water could be separated
and diverted to the stream via
SUDS features.
DZ1 is ideally connected with direct access
to Echo apron and taxiway. Most aircraft
types can use the Echo licenced taxiway
and the recently upgraded Echo apron.
Access to the Foxtrot apron from the runway
is only available to rotary wing aircraft and
operations from SH1.
DZ1 is well positioned to benefit
from the existing commissioned
and licensed Echo Taxiway with
access to the runway.
93
Foul water drainage may be
collected to the south of the DZ1
site and link in with the proposed
Business Park foul infrastructure, or
connect to an upgraded Keldra
Water system.
The full strategy is identified within
the SWMP (Appendix 14.15)
Property / Building
Assets
Environmental:
Landscape
The buildings within DZ1 include:
SH1, SH4, 541, buildings 32, 33, the
decommissioned ATC tower and its ancillary
buildings (all redundant historic uses), a new
sub-station and various new temporary office
cabin units. There are also masts, historic
bunkers and a new attenuation pond located
in this zone.
The landscape in context of aviation use is
limited to small areas of mown grass existing
around the aprons and the old ATC tower.
To the east and south the grass areas extend
into the steeply sloping valley and merge with
the wet woodland.
The majority of buildings located
within DZ1 are mostly post war.
The former Nimrod Hangar (SH4) is
the largest and forms a significant
feature within the setting of DZ1.
Most of the ancillary buildings
have been decommissioned
and should not be considered a
constraint to the provision of new
buildings. While SH4 is registered
as of ‘significant historic interest’ it
does require modernisation. Within
this location the decommissioned
ATC (original core only) tower
provides another building with
historic value, but its conversion
or retention is subject to further
analysis and overall site design.
Within the main operational area
of DZ1, there is no landscape
that needs to be retained and as
such all future provision should
be designed to suit the purpose
of its use as a setting for future
development.
The sloping area of land to the
south either side of the Porth
Tributary forms part of the
landscape valley and should
be retained and enhanced to
maintain its character and habitat.
Ecological
An area of wet woodland along the existing
valley floor within southern area has been
identified as an area of High Ecological
Importance. Land on the west of the SAR is
defined as scrub grassland. This again is an
area of High Ecological Importance and
is identified as having potential to support
wildlife.
These areas are required to be
protected and enhanced as
described by the ecological
management plan.
Historic
There are many historic assets within DZ1
relating to the historic RAF operational
activities of the site. Of noted interest are the
SH4 (Nimrod Hangar) and ATC tower.
These buildings should be
considered on their individual
merit as part of any new proposals.
Their retention or removal will
have to be considered as part
of discussions with the Cornwall
Council Historic Environment
Services.
Reference should be made to appendix
14.12: Sustainability Appraisal HEA ‘Newquay
Cornwall Airport: Historic Environmental
Assessment and Characterisation’, CC, 2011
94
N
2. DEVELOPMENT
ZONE 2
N
Notes
0.5
1:1250
1:50/1:20
prevailing
wind
80
3
AREA CALCULATIONS
Drain
60
1
40
20
M
WH1 aircraft
parking zone
WH1 hangar
HAS 5
Code ‘D’ area for
Delta taxiway
1
Alternative access
from HAS to runway
if large hangar built
HAS 4
Maintenance
Area
WH1 parking
Shared vehicle
and small aircraft
access
HAS 2
Potential large scale
hangar location
Golf Taxiway
0.5
595/9
2
1:2500@ A3
WH1 taxiway access
from HAS to runway
Foxtrot Taxiway
a
A IR
Golf Apron
Apron
S ID
C
E A
Foxtrot Apron
NQY Incubation
Hangar
WH1
HA S
ZONE
HAS 6
N
XTE
LF
AP
RO
N
in
Delta taxiway
Apron
extension
L Twr
e
E
HAS 7
O
D G
DE
h
g DZ2
nd
AY
g)
v ic
Continued
vehicular access
into HAS Zone
tin
sta
SS
NW
Ser
65
is
(Ex
ard
CE
RU
TO
G
HAS 3
HAS 1
L Twr
Apron
extension
P2 Coloured fills removed, linework toned down
17/11/14 CC JR
17/09/14 CC JR
Rev Description
Date
Drn Chk
Revisions
Project
NEWQUAY CORNWALL
AIRPORT MASTERPLAN
L Twr
Ser
v ic
Client
e
Apron
extension
Title
RAF
ST M A W G A N
NQY ownership boundary
Apron expansion area
DEVELOPMENT ZONE 2
MOD St Mawgan boundary
Potential hangar footprints
Identified development zone
Radar Mast
Continued access
to connect DZ2 and HAS
Drawing No.
P2
Scale @ A1clear access
Drawnapproach
Licensed taxiway
Airside emergency exit
FF
0.91m
G
Revision
/ L(90)019
Carparking /13170
ancillary
building zones
Retained access from HAS
1:1250
CC
Retained aircraft apron access
Retained buildings
Date
Taxiway
Aircraft Apron (Golf)
Existing woodland
Aircraft apron existing extents
17/09/2014
Checked
HLM
Track
FS
Aircraft hangar parking areas on apron
L Twrs
Games Court
M
L Twrs
Pond
20
40
1
60
1
80
2
0.5
Development Zone
1:1250
1:50/1:20
3
0.5
Description
Opportunities
Located on the southern and west side of
the runway, this site is sandwiched between
the HAS ZoneE (HAS) to the west and RAF St
Mawgan to the east.
DZ2 has been identified as a
suitable location for additional
aviation-based hangar
development, where direct access
to Golf apron and the runway and
larger areas of undeveloped site
are available.
Development Zone 2
(DZ2)
Physical Site
The high point is located in the north-east
corner where it adjoins DZ1 and falls gently
over 3m towards the west edge.
DZ2 is mostly formed of decommissioned cross
runway and taxiway routes. The site is the most
level area within the Airport boundary.
The only building located within the zone is
the newWH1 (West Hangar), situated to the
west of Golf apron.
Infrastructure:
Access
Access is currently available from the road
network, and permissible through air traffic
control clearance. The site is landside.
An access to RAF St Mawgan connects
the south-west corner to the boundary
The road leads south along the RAF base
boundary past Treloy Touring caravan park
and connects to the A3059. This route is
approximately 0.5km long.
95
Additional vehicular access can
also be provided with connection
via DZ1. A proposed connection
along the MoD fence line would
impact on various ancillary
structures currently in use in
DZ1. A more detailed vehicular
strategy will be required in
coordination with air-traffic control
management and any existing
tenants.
Services
Services are limited within DZ2 with new
electric and foul drainage needed to be
provided to serve the WH1.
Drainage
With the site levels varying by only 3m across
its area, surface drainage largely falls to
the north-west and drains naturally into the
adjacent valley.
There is limited information on existing
drainage in this area.
Limited service connections can
be provided to DZ2 with heavier
demand requiring additional and
potentially updated electrical and
foul networks being installed.
Capacity for surface water
drainage can be managed
within DZ2 utilising existing runoff
areas alongside new enhanced
solutions.
Foul drainage may be collected
to the south of the DZ1 site and link
in with the Aerohub Business Park
pump station in the short/medium
term, or connect to an upgraded
Kelda Water system.
The strategies proposed are
identified within the Surface Water
Management Plan (appendix
14.15) and the Foul Drainage
strategy (appendix 14.17).
Runway / Aviation
Golf apron is adjacent to and accessed from
Delta taxiway, providing direct links to the
runway. The apron provides a large aircraft
standing area that extends further west along
the decommissioned RAF cross-runway. This is
aligned south-west to north-east.
The area of decommissioned runway
connects further south with the RAF St
Mawgan boundary to additional historic
military facilities, to the west into the HAS, and
with Golf apron in the north.
Property / Building
Assets
Connections to the runway can
be easily made, which make this
site suitable for further aviation
development. Minor taxiway
surface improvements may
be required in the long term. A
licenced extension to Golf apron
(extending further south-west
into DZ2) increases access to the
runway.
A new hangar building WH1 exists to the north
of Golf apron. No other buildings exist.
The site provides a large flexible
area for the development of
aviation-based buildings and
supporting infrastructure.
Landscape
There are no landscape areas within DZ2.
Ecological
There are no areas of important ecological
interest within DZ2. See SA Report for further
details.
There are no areas of important historical
interest within DZ2.
Within the main operational area
of DZ2, there is no landscape
that needs to be retained and as
such all future provision should
be designed to suit the purpose
of its use as a setting for future
development.
N/A
Environmental:
Historic
96
N/A
0.5
XI
WOOD
EDGE
CANOPY
WOOD
W
Y
(N
O
29
T
C
TH
101.79
BED
EDGE
CANOPY
WOOD
W-HT
101.09
O
M
DK
WOOD
CANOPY
EDGE
W-HT
101.23
C/L H2.5
M
BT
KERB
VERGE
EXTENT OF
AIRFIELD
0.7d
W-HT
100.36
W-HT
99.11
KERB
C/L H2.5
1 STOREY BRICK
RS
C/L
H2.5
IS
2
60
40
1
SI
O
C/L
N
H2.5
30B
EDGE
WOOD
CANOPY
LINE
OF
PLANTED
SAPLINGS
C/L
H2.5
H1.3
BW
H1.3
BW
BW
H1.3
MH
CL 98.05
Cable 2.92d
Pit 3.02d
0.5
1
W
A
M
20
N
ED
)
Y
Helipad down draft
zone forms height
restriction for buildings
and limits land usage
BW
H1.3
LINE
OF
PLANTED
SAPLINGS
RGE
BW
H1.3
FIELD
EDGE
WOOD
CANOPY
CANOPY
WOOD
EDGE
Area of rubble associated with
demolished building. Mound to
be levelled for Delta taxiway to
be commissioned
1.5d
30A
EXTENT OF
AIRFIELD
AREA CALCULATIONS
Runway 30 Threshold
A
Delta Taxiway
30
FFL
100.74
80
TA
3. DEVELOPMENT ZONE 3
3
E
N
LI
E
TA
EDGE
VERGE
RU
G
EL
S1
A3ST20
OP
S2
A3ST20
OP
D
CANOPY
VERGE
Notes
1:2500@ A3
D
B74
STOP7
S3
A3ST20
OP
Code ‘D’ area for
Delta taxiway
FFL
101.95
BTIC
Empty Ducts
Cable 0.45d
Pit 0.65d
N
prevailing
N
wind
RI
A32
STO0P
E
Echo Apron
Delta taxiway commissioning to
be undertaken as part of DZ3
development
1:1250
1:50/1:20
Access from DZ1 to DZ3. Identify
topographical limits and clearance
requirements adjacent to taxiway
Potential additional access with A3059
DZ3
TERMINAL
SAFEGUARDED
ZONE
CANOPY
EDGE
Extended access from DZ1 to DZ3 new hangar zone
Potential airside emergency exit
W-HT
114.28
WOOD
EDGE
CANOPY
WOOD
23
17/11/14 CC JR
17/09/14 CC JR
TH
109.72
EDGE
CANOPY
WOOD
Rev Description
Date
Drn Chk and ridgeline across airport
Highpoint
Revisions
FFL
109.76
Runway
Project
FFL
109.73
NEWQUAY CORNWALL
Aircraft Apron (Echo)
E
AIRPORT MASTERPLAN
CANOPY TOP
101m
WOOD
CANOPY
EDGE
SCRUB TOP
96m
CANOPY TOP
99m
BED
Identified terminal apron extents
BED
BED
BED
BED
BANK BASE
OAK
D0.55
H8
WOOD CANOPY EDGE
BANK BASE
BANK TOP
WOOD
CANOPY
EDGE
BANK
EXTENT OF
AIRFIELD
TOP
PW H0.6
Client
BED
MARSH
TOP
BASE
BANK
Sense of arrival for future
terminal created with
secondary access
BANK
EDGE
CANOPY
WOOD
BANK
TOP
EDGE
H2.5
PW H1.0
C/L
H2.5
BANK BASE
BANK
TOP
BANK BASE
Down draft zone-limited use area
BANK BASE
BANK
TOP
BANK
BASE
BANK
WOOD CANOPY EDGE
C/L
PERIMETER
EXTENT OF
AIRFIELD
PERIMETER
PW H1.0
EDGE
EDGE
BASE
CANOPY
CANOPY
BANK
WOOD
WOOD
TOP
Indicative location for terminal
HAWTHORN
D0.2
H5
EXTENT OF
AIRFIELD
FIELD
BED
BANK
TOP
TOP
BANK
BANK
BANK
HEDGE
PW H1.0
BASE
REMAINS
BANK
BASE
BASE
Cornwall Air
Safeguarded terminal development zone
Title
Ambulance Trust
DEVELOPMENT ZONE
3
Cornwall
Air Ambulance Trust
SCRUBBY
WOOD
CANOPY
GORSE
H1.0
EDGE
BANK
ST/W
BASE
WITH
BANK
TOP
BLACKTHORN
&
BANK
TOP
EDGE
BANK BASE
H2.5
PERIMETER C/L
BANK
TOP
WOOD CANOPY
BANK
BASE
BASE
BANK
FIELD
BANK
ST/W
TOP
WITH
BANK
BANK
BASE
BLACKTHORN
&
BASE
TOP
GORSE
BANK
H1.0
BASE
TOP
BANK
BANK
Mast
CANOPY
TOP
BANK
BANK
WOOD
PERIMETER
BANK
EXTENT OF
AIRFIELD
THROUGH
TOP
FARMER'S
ACCESS
TRACK
PW H1.0
BANK BASE
SCRUBBY
BASE
WOODLAND
TOP
BW H0.8
BANK
BANK
C/L H2.5
TOP
TOP
EDGE
Transport storage building relocated
BANK
POST
ROUGH
PERIMETER
BREAK
SLOPE
BANK
H2.5
BASE
C/L
BANK
BANK
TOP
BASE
BASE
BANK
TOP
BANK
FIELD
WOOD
EDGE
TOP
CANOPY
BANK
BANK
TOP
BANK
GORSE
H1.0
TOP
OAK
D0.3
H8
WOOD
BLACKTHORN
&
CANOPY
WITH
EDGE
Revision
Significant
P2 arrival spaces
BANK TOP
BANK
BASE
ST/W
Drawing No.
BANK BASE
13170 / L(90)020
BANK
PAL H1.2
BANK TOP
PAL H1.2
CANOPY LINE
TOP
BANK TOP
BASE
BANK TOP
BANK
WOOD
CANOPY
BREAK
CANOPY TOP
108m
BANK
BASE
BANK BASE
BANK
EDGE
WOOD CANOPY
EDGE
FIELD
CANOPY LINE
BANK
TOP
BELT
DENSE
CONTINUES -->
BANK TOP
CONC RET/W
SLOPE
CONCRETE PAD
ROOF WING
1 STOREY FLAT
CONCRETE PAD
SCRUB
UPPER GABLE
END LINE
BANK BASE
BASE
BANK
BANK BASE
BANK
Scale @ A1
Drawn
RWP
TOP
BELT
DENSE
SCRUB
Existing woodland
BANK
CANOPY TOP
108m
/ SCRUB
CANOPY
BANK BASE
EDGE
EDGE
/
SCRUB
Checked
HLM
RWP
WOOD
FFL
109.54
RWP
COLUMN
CANOPY OVER
PAL H1.2
Protective landscape corridor (15m)
BANK
BANK
BASE
TOP
TOP
BANK
WILLOW ?
D0.3 H7
WOOD
BASE
TOP
CC
17/09/2014
CANOPY
EDGE
BANK
BANK
1:1250
Date
END LINE
UPPER GABLE
WOOD
CANOPY
AMBULANCE
CORNWALL AIR
STATION HQ
WING
FLAT ROOF
1 STOREY
CANOPY LINE
BASE
TOP
BANK
BANK
TOP
H2.0-2.5
HEDGE
SCRUBBY
CANOPY TOP
110m
WOOD
BANK TOP
BUSINESS
PARK ZONE
TOP
BANK
BASE
BANK
TOP
WOOD CANOPY EDGE
CANOPY
EDGE
MARSH
ST/W
WILLOW ?
D0.3 H7
OAK
MB H8
BANK BASE
BANK
BASE
BANK TOP
ST/W
BANK TOP
FLOODED REEDS
BANK BASE
EDGE
CANOPY
WOOD
BANK
SLOPE
BREAK OF
WILLOW ?
MB H7
TOP
TOP
COLLAPSED
BANK
BANK
HOLLY
D0.2
H5
CONSERVATORY
BANK
BASE
1 STOREY
PORCH
STONE
DOWNS
STONE
TREVITHICK
2 STOREY
ST/W
BANK
BASE
COLLAPSED
AR
BANK
W-HT
W-HT
109.75
109.75
BANK BASE
BASE
& GORSE H1.0
BANK TOP
BANK
BANK TOP
BASE
ST/W WITH BLACKTHORN
W-HT
W-HT
111.92
111.92
OSBM
Potential additional access
from A3095 to serve DZ3
VERGE
ROAD
0.6d
ST/W
ST/W
BANK TOP
ROAD
CONCRETE
EDGE
BOL
W-HT
W-HT
110.93
110.93
ST/W
VERGE
W-HT
W-HT
110.80
110.80
EDGE
ROAD
ST/W
BANK
BASE
BANK
BANK TOP
ST/W
EDGE
FIR
D0.7
H15
TAG 0336
RUBBLE
W-HT
W-HT
111.38
111.38
BOL
BT
BASE
TAR
BTIC
Cable 0.90d
Pit 1.10d
TOP
BANK
BANK
BASE
H1.8
C/L
TOP
BANK
GRASS
BASE
H1.8
0.9d
BANK
BANK
BANK TOP
TOP
C/L
TAR
TOP
BANK TOP
Taxiway not commissioned
BANK
EDGE
ROAD
BANK TOP
BANK BASE
ST/W
BANK BASE
EDGE
A3059
POST
ROAD
W-HT
W-HT
111.46
111.46
SCRUB BELT
DRIVE
POST
C/L
H1.8
0.6d
SCRUB BELT
BANK
TOP
109.8m
TOP
H1.0
BANK
GORSE
&
BANK
ST/W
WITH
EDGE
BLACKTHORN
ROAD
BASE
BASE
BANK
BANK
BANK TOP
ST/W WITH BLACKTHORN & GORSE H1.0
RS
TOP
BANK
G
TOP
BANK
EDGE
ROAD
BASE
TOP
BANK TOP
BANK
SCRUB BELT
G
0.6d
TOP
BANK
BASE
BANK TOP
BANK TOP
BANK
TOP
BANK
EDGE
TOP
BANK
BANK TOP
CANOPY
H2.5
PERIMETER C/L
BED
WOOD H5
WOOD
0.7d
ROAD
M
20
H1.0
&
GORSE
BLACKTHORN
WITH
ST/W
EDGE
ROAD
BANK BASE
BANK TOP
NAIL
TOP
BANK
Development Zone
40
1
60
1
0.5
80
2
1:1250
1:50/1:20
3
0.5
TOP
BANK
Description
Opportunities
Located on the south-eastern side of the
runway, this zone is between the unlicenced
Delta taxiway on its northern edge and
wet woodland valley to the south, with the
Aerohub Business Park located beyond this.
Cornwall Air Ambulance Trust is located
adjacent to the site on its most eastern corner.
DZ3 has been identified as a
suitable location for additional
hangar, general aviation and
future terminal services, where
direct access to Delta taxiway and
the runway, and larger areas of
undeveloped site are available.
Development Zone 3
(DZ3)
Physical Site
Its high point is located in the centre of the site,
which forms part of the ridge running north–
south across the runway.
DZ3 is mostly formed of an open maintained
grass area. The southern edge of the site is
steeply sloping and forms the beginnings of
the valley and its stream flowing east to west
at its lowest point.
A single transport storage building is located
in the centre of the site. This is connected to
the unlicenced Delta taxiway.
97
Infrastructure:
Access
Access to DZ3 can be made via
an extension of the SAR, routed
along the western edge of DZ1,
or potentially provided as an
additional connection from the
A3059 at a junction located near
to the Cornwall Air Ambulance
Trust. These connections, though
new, would bring a large area of
available land into use.
There is no vehicular access to DZ3.
Airside access to DZ3 is possible through
permitted air-traffic control and is gained
physically from either DZ1 or via permitted
airside entry points.
Services
There are no main services to the site. Limited
electrical supply connects to the transport
storage building.
New service connections will need
to be made to this development
zone.
Drainage
There is no drainage on the site. Water runoff is
managed through existing levels towards the
wooded valley.
A site-specific detailed drainage
strategy will be required to support
any proposals for development
Runway / Aviation
The site has a direct connection to the
unlicensed Delta taxiway. This eastern section
of the Delta taxiway does not currently
comply with CAA regulations due to the
change in levels along its north-west – southeast alignment.
While a direct connection is
provided to Delta taxiway,
commissioning work will require
grading of levels to ensure required
standards are met.
Property / Building
Assets
The transport storage building is located
on the site. This is an industrial building of no
heritage value.
N/A
Landscape
The landscape is characterised as managed
grass areas associated with an airfield. The
southern extents formed by the wet woodland
provide more ecological interest and
character.
Landscape character can
be improved to complement
development suitable to the
requirements of aviation related
uses.
Ecological
There are two areas of important ecological
interest identified within DZ3. These are limited
to all of the wet woodland area within the
valley floor and a small rubble mound close to
the taxiway. See SA Report (appendix 14.11).
The existing valley, wet woodland
and grassland areas offer
opportunity to enhance habitat
and create a distinctive landscape
environment to complement
development potential.
Historic
interest within DZ3.
N/A
Environmental:
98
76.2m
Notes
N
Pond
Track
1:1250
1:50/1:20
Drain
in
Dra
0.5
Notes
1:1250
1:50/1:20
80
drawing
(Hardened Aircraft Shelter)
0.5
Pond
Pond
Pond
1:2500@ A3
0.5
Pond
20
60
1
2
Pond
Pond
AREA CALCULATIONS
3
Pond
40
BM 71.47m
4. ‘HAS’ ZONE
Check /all
dimensions
on site.
not scaleinfrom
this
NB This drawing is based on photocopied
scanned
information
liableDo
to distortion
scale.
AREA CALCULATIONS
Thisonly
Drawing
is Copyright
© off preliminary drawings as
NB The areas shown are approximate
and have
been measured
DESIGN/SKETCH
DESIGN
Practice, 4th edition. RICS / ISVA. These
may be affected
by future design development and
stated
the designs
shown
are subject
construction tolerances, or the resultUnless
of surveys
forotherwise,
existing buildings.
Take
account
of theseto detailed site survey, investigations, and
definition,
the CDM Regulations,
and the and
comments
factors before planning any financiallegal
or property
development
purpose or strategy
seek and / or approval of the various relevant
Local Authority
confirmation of latest areas before decision
making.Officers, Statutory Undertakers, Fire Officers, Engineers and the like. They are
PHOTOCOPIED/SCANNED
INFORMATION
whom all queries shall be made. HLM
Architects can accept no liability
for its content or accuracy.
80
Pond
2
Zone of High Ecological
Pond
Importance is mostly outside
HAS boundary
Pond
N
3
Drain
Pond
N
prevailing
wind
Pond
in
Dra
60
Track
1
Pond
76.2m
1
Pond
0.5
M
40
BM 71.47m
20
1
Pond
71.5m
595/9
Bd
y
M
Pond
ED
Drain
71.5m
595/9
Bd
y
Pond
ED
Drain
72.2m
HAS 5
HAS 4
HS
HS55
72.2m
HAS 5
HS44
HS
HAS 4
HAS 2
Golf Apron
HS
HS22
HAS 3
HAS 2
Golf Apron
70
72
HS
HS33
HAS 3
NQY Incubation
Hangar
HAS 1
70
HAS
72
NQY Incubation
Hangar
HS
HS11
HAS 1
WH2
Old
Hangar
HAS
Alternative access for aircraft
to access Golf apron area
alongside WH1 hangar
17/09/14 CC JR
Rev Description
Date
67
Development Zone HAS Key
WH2 2
WH
HS
HS66
HAS 6
Old opps
buildings
Drn Chk
Revisions
HAS 6
Project
65
67
HAS 7
17/09/14 CC JR
Rev Description
Date
Drn Chk
Revisions
HAS retained within a zone
of potent development.
Design coding will be required
to manage sympathetic
interventions within guidelines of
historic environmental assessment
65
17/11/14 CC JR
NEWQUAY CORNWALL
AIRPORT MASTERPLAN
Boundary between HAS and DZ2
Project
NEWQUAY
CORNWALL
NQY boundary
edge
AIRPORT MASTERPLAN
Client
Extended access from DZ2 to HAS and fuel depot
Client
HS 7
Dual use vehicular and aircraft access to Golf apron
Title
HAS 7
Surfaces enhanced where
required to serve both vehicles
and aircraft
Commissioned aircraft taxi access to Golf apron
HARDENED AIRCRAFT
SHELTERS (HAS)
Area where higher historical environmental
Title
assessment required prior to any interventions
HARDENED AIRCRAFT
Drawing No.
Revision
(HAS)
Identified
development
zone:
P1
13170 / L(90)021SHELTERS
Sympathetic interventions in accordance with
Scale @ A1
Drawn
Historic Environmental Assessment and conditions of
Drawing No.
Revision
1:1250
CC
Local Development Order
DZ2
Vehicular access from
DZ2 via DZ1
Date
HS4
17/09/2014
13170Checked
/ L(90)021
Buildings
HLM
Scale @ A1
RAF
ST MAWGAN
CC
Poor condition buildings to be removed
Date
Checked
17/09/2014
Area
HLMecological value
of high
FF
0.91m
M
P2
of historic value
Drawn
1:1250
20
40
1
60
1
80
2
Sloping ground
1:1250
1:50/1:20
3
0.5
0.5
FF
0.91m
M
20
40
1
Development Zone
60
1
0.5
80
2
1:1250
1:50/1:20
3
0.5
Description
Opportunities
The site is located to the western edge of the
Masterplan boundary. It is bordered by scrub
woodland to the west, an area of ecological
value, which forms part of a low valley. To the
east, the site is bounded by Development
Zone 2 and Golf apron.
The HASs unique structures provide
a reference to the past uses of RAF
St Mawgan, and could form part
of a dynamic aviation business
environment that utilises and
enhances the character of this
area.
HAS (Hardened
Aircraft Shelter)
Physical Site
The site forms an area of historic importance
where seven hardened aircraft shelters
are located. These are used for modern
commercial uses, albeit providing basic
facilities. Additionally there is a redundant
hangar, a communication building and
various garages associated with historic
military activities.
To the north lies Golf apron and the Delta
taxiway providing access to the runway.To the
south the Masterplan boundary abuts further
RAF St Mawgan land.
99
Infrastructure:
Additional vehicular access
can only be provided with
the connection via DZ2 and
subsequently DZ1. While this
connection can be made, it does
impact on the location of various
ancillary buildings currently in
A further access road runs to the south and
use within DZ1. A more detailed
west of the zone providing access to the
vehicular strategy will be required
disused fuel depot. This also provides access to in coordination with air-traffic
various historical military operation buildings.
control management and any
existing tenants.
Access
Access to the site is limited via passage
through DZ2. Within this zone, vehicular and
aircraft access to the HAS is shared. The
existing hard standing that serves the HAS
buildings remains and provides direct access
to each hangar.
Services
Limited utilities service the hangars.
Drainage
Foul services are connected to the local
network flowing south-west.
Surface water drainage largely falls to the
north-west and drains naturally into the
adjacent valley.
A new network will be required.
Capacity for surface-water
drainage can be managed
within HAS, utilising existing runoff
areas alongside new enhanced
solutions.
Foul-water drainage may be
collected to the south of the DZ1
site and link in with the Aerohub
pump station or connect to an
upgraded Kelda Water system.
the SWMP report.
Runway / Aviation
The existing hard standing areas serving the
HAS connect to Golf apron and proposed
extended Golf apron area. The access is
currently unlicensed and would require to be
licensed to provide runway access via Golf
apron and Delta taxiway.
New enhanced licensed
connections with Golf and Delta
would enable the HAS area to
connect active aviation functions
to the HAS buildings.
Property / Building
Assets
The HAS currently are all let out and provide
income to the irport. Their condition is
adequate for storage.
Using the HEA as guidance, it is
possible that potential additional
buildings could be sympathetically
added within immediate proximity
of the HAS to provide extended
business space facilities.
The old operations buildings and hangar are
in a poor state of repair and as such have
been identified as potentially suitable to
remove, subject to historic assessments which
have to be carried out in accordance with the
HEA.
100
Environmental:
The site is bounded to the north by the scrub
woodland area which is formed at the head
of a low depression and valley. Areas around
the HAS are defined by hard standing and
maintained grass areas. These areas are
considered important in the setting of the HAS
Coordination of environmental
landscape measures and
management must be considered
as part of any development
proposals.
Ecological
The area of high ecological value to the north
is identified as ‘Raised Sphagnum’ bog either
side of which are areas of bracken and scrub.
The important ecological areas
within this zone can be enhanced
and protected as part of the
proposals.
Historic
The HAS along with a series of old operational
buildings and communications hangar (WH2)
have been identified as ‘Buildings of Historic
Interest’. Their surrounds and context are
also noted as of historic interest. Reference
should be made to the Sustainability
Appraisal ¬ HEA ‘Newquay Cornwall Airport:
Historic Environmental Assessment and
Characterisation’, CC, 2011 (appendix 14.12).
The historical assessment identified
a need to maintain reference and
setting for the HAS and associated
building. Any proposals will look
to approach design opportunities
sensitively.
Landscape
101
A detailed landscape design
sensitive to the historical references
of open grassed areas would need
to support any proposals.
N
Ball
Cottage
14
prevailing
wind
Lilac Cottage
Potential opportunity
to utilise
Path (um)
89.4m over spill carpark for
existing
development
1
Ashtree
Cottage
Path
(um
)
Ball
7
Review hard standing capacity
and potential to alter airside
fence line to increase parking
Shelter
81.6m
6
Carloggas
LB
23
1:2500@ A3
TCB
Ivy
Cottage
78.2m
16
Wes
t Vi
ew
Rhodes
Cottage
Car
logg
as
Fa
Hou rm
se
12
To B3276
9
Par
k
7
W
es
tC
ar
Carloggas Village
Fortuna
10
Receiver Site
Fat Albert
7
El
Sub
Meryemana
Potential area to
accommodate Terminal
improvements
12
6
FA
RM
View
14
79.2m
Lanherne The Firs
e
Cottag
The
CARL
OGGA
S
Pond
20
1
Lanett
Track
Parking area
15
e
80.5m
74.7m
21
Trac
k
1
an
5
ll L
CLOSE
GGAS
CARLO
Ba
5. TERMINAL ZONE
N
Sta
Gwel An Mor
Little
Carloggas
Hire car depot
Carloggas
s
nd
dla
oo
W
96.08
Monterey
Parking area
Airways
Hotel
(PH)
E NTe
S E rm
D i
A Ln
Pa
l
HA
A
Alpha Apron
TA
XI
W
N
W
Development Terminal Zone Key
To A3059
IN
AL
3
NQY boundary edge
Boundary between Terminal and North Zone
NH1
NH1
Existing access Ball Lane
Potential access to serve development area
AY
LDO 1
TERMINAL ZONE
RU
RM
1
99
.0
2
LIC
TE
Newquay Airport
Existing control point entry to airside
7
Runway
NH2
NH2
No
6
101.28
A
Aircraft Apron (Alpha)
Terminal apron area
Alpha taxiway
rth
AT
C
Significant arrival space
INorth Zone identified potential development area
Carparking / ancillary building zones
A
Y
NH1
Control point
to airside
NH2
Air Traffic Control Tower
Bravo Taxiway
NORTH ZONE
Terminal
Existing temporary office units
Under used hard standing potentially reused
Fuel depot
Golf Taxiway
Development Zone
Description
Opportunities
This zone is located to the north side of the
runway and occupies a narrow strip of land
located between the airport access road and
Alpha taxiway.
There are limited opportunities due
to the linear nature of the site and
the existing terminal operations.
Terminal
Physical Site
Infrastructure:
The site is level and provides uninterrupted
views across the runway.
Access
The terminal zone provides key points of
access for Airport services to the terminal,
offices and for authorised vehicles onto the
airside. Passenger access to the terminal drop
off and parking, the offices and the ATC tower
are located off the Airport access road. The
control point onto airside is located adjacent
to NH2,
The Airport access road provides
the main route into the Airport.
This route has been identified as
acceptable to maintain current
and small growth volumes. Some
minor highway enhancements
have been identified to improve
the current arrangements.
Services
This zone is currently well served by existing
utility services.
Improvements to service
connections to power new facilities
can be undertaken.
102
Drainage
Foul drainage connects to local public
systems drained via St Mawgan Village.
Foul drainage is intended to
continue to drain via the public
system to St Mawgan. Surface
water may require a more detailed
SUDS approach.
the surface-water management
plan report.
Runway / Aviation
The terminal fronts Alpha apron, which
connects to Alpha taxiway serving the
runway. Hangars NH1 and NH2 are connected
to the Apron.
Direct access to Alpha taxiway
and runway exist. Small
improvements have been
identified to maintain the standard
of these areas.
Property / Building
Assets
Within the terminal zone are the terminal, the
northern hangars (NH1 and NH2), fuel farm,
air-traffic control tower, car-hire garage,
along with other smaller ancillary buildings.
Most of the principal buildings
have been surveyed. Their
condition is good and will continue
to provide the functions for
which they are designed. Minor
maintenance and improvements
have been identified for the
terminal building should passenger
numbers increase.
All these buildings provide critical facilities
central to the Airport’s operation.
Environmental:
Landscape
There are few landscape features within this
Terminal Zone. Minor verges and planting are
associated with the Terminal building in and
around the drop-off zone.
The landscape areas which form
part of the arrival experience
are considered in need of
improvement to enhance
the Airport experience.
Minor modifications could
be undertaken as part of
enhancements planned for the
terminal zone.
Ecological
There are no areas defined as ecologically
important within the terminal zone.
N/A
Historic
There are no areas defined as historically
important within the terminal zone.
N/A
103
1:1250
1:50/1:20
0.5
80
3
23
21
20
1
16
40
0.5
1
Wes
tV
iew
12
s
nd
dla
oo
W
Ba
ll
Sta
20
Gwel An Mor
M
Rhodes
Cottage
Car
logg
as
Far
Hou m
se
9
7
10
Little
Carloggas
Carloggas
Monterey
7
Fortuna
12
6
El
Sub
Meryemana
Areas of scrub and grassland
considered to have potential
to support reptiles.
Redundant radio
transmitter site
S
FA
RM
View
Fat Albert
14
79.2m
Lanherne The Firs
AREA CALCULATIONS
15
Pond
Carloggas Village
ge
Cotta
The
CARL
OGGA
Track
2
1:2500@ A3
1
Lanett
Notes
60
78.2m
1
Ivy
Cottage
OSE
GAS CL
80.5m
74.7m
N
6. NORTH
AND NORTHERN
LOOP ZONES
5
OG
CARL
LB
TCB
N
prevailing
wind
6
Carloggas
16
17
La
ne
Airways
Hotel
(PH)
To A3059
99
.0
2
boundary
L DLoop
O 1
Northern
NORTHERN LOOP
ZONE
7
LDO 1
TERMINAL ZONE
6
101.28
NH2
P2 Boundary outline altered, coloured fills
removed, linework toned down
17/11/14 CC JR
17/09/14 CC JR
Development Zone North / Northern Loop Key
Rev Description
Date
Drn Chk
Revisions
Project
NQY boundary edge
NEWQUAY CORNWALL
LIC
AIRPORT MASTERPLAN
AT
C
EN
SE
LDO 1 No development zone
Client
Existing access Ball
Lane
D
AL
PH
TA
XI
W
Title
Licensed taxiway
NORTH ZONE
ck
Tra
Bravo Taxiway
Access to serve UK Search & Rescue and Fire Station
A
NORTHERN LOOP
UK Search & Rescue base
AY
Gardeners Cottage
UK Search & Rescue hangar
Drawing No.
UK SEARCH &
RESCUE
17
UK Search
& Rescue
Alpha Taxiway
Revision
13170 / L(90)023
CHARLIE
NORTH
APRON
Indicative area set aside for future use
Carnanton
House
Scale @ A1
P2
Drawn
North Zone identified
development area
1:1250 potential CC
Tra
ck
Date
Checked
17/09/2014
HLMand managed
Existing woodland
to be retained
House
Coach
The Old
18
Proposed planted buffer
Track
To AFSS
Chapel
96.0m
M
Development Zone
20
40
1
60
1
80
2
(site of)
1:1250
1:50/1:20
3
Description
Opportunities
This zone is located to the north side of the
runway and occupies the area of land to the
east of the terminal zone and south of the
Northern Loop zone.
The site is suitable for small scale
aviation development.
0.5
Carnanton
0.5
North Zone
Physical Site
The site historically formed part of the crossfield runways. These are redundant but
remain in place.
The site is level and provides uninterrupted
views across the runway to the south and to
the wider landscape in the north.
Infrastructure:
Access
Access to the site is gained via the Airport
access road and from the same junction
serving the ATC tower and temporary office
units.
The site is suitable for aviation
development and is well
connected to local infrastructure.
A control-point access is provided to the
Northern Loop limiting access to airside areas
such as Charlie North, Bristow SAR hangar and
AFSS.
Services
This zone currently connects to services that
serve the Terminal Zone, providing adequate
utility services.
104
The site is suitable for aviation
development and is well
connected to local services.
Drainage
systems drained via St Mawgan Village. There
is limited information on existing surface-water
drainage in this area.
system to St Mawgan Village.
Surface water may require a more
detailed SUDS approach.
the SWMP report.
Runway / Aviation
The southern edge of this zone fronts the
Alpha taxiway serving the runway.
Direct access to Alpha taxiway
and Charlie North. Small
improvements have been
identified to maintain the standard
of these areas. Minor connective
hard standing areas could be
provided to connect all parts of
this zone.
Property / Building
Assets
There are no buildings located within this zone
N/A
The site is characterised by maintained
landscape areas that form the surrounding
verges of the alpha taxiway and disused
runways.
There are no areas defined as ecologically
important within the north zone.
There are no areas defined as historically
important within the north zone.
Improved landscape areas should
meet aviation requirements.
This zone is located to the far north side of the
Airport boundary.The site historically formed
part of the intersection of two cross-field
runways. These are now disused but remain in
place.
The site is currently identified as a
non-Development Zone within the
LDO due to other development
zones being more suitable.
Where further more extensive
development is required at the
Airport, then this site would be
suitable for a range of facilities
that would complement adjacent
aviation uses
Environmental:
Landscape
Ecological
Historic
N/A
N/A
Northern Loop
Physical Site
The site is almost level and provides
uninterrupted views across the runway and
panoramic views to the wider landscape in
the north.
Infrastructure:
Access
Access to the site is gained via the Airport
access road and from the same junction
serving the ATC tower and St Mawgan house.
The site is located close to local
infrastructure
The Northern Loop is airside.
Services
There are limited services within this zone. This
zone currently connects into services that
serve the terminal zone, providing adequate
utility services.
105
The site is suitably located and well
connected to local services.
Drainage
systems drained via St Mawgan. There is
limited information on existing surface-water
drainage in this area but surface water drains
towards the lower land that edges the site.
system to St Mawgan. Surface
water may require a more detailed
SUDS approach.
the SWMP eport.
Runway / Aviation
The disused cross-runways extend into this
area. Charlie North being retained as apron
for the UK Air Search and Rescue facility.
Charlie North is licenced and in use
Direct access to Charlie North
provides opportunities for
connection to the runway.
Property/Building
Assets
The only large building within this area is the
new UK Search and Rescue facility. This is
located adjacent to Alpha taxiway in the
zone’s most south-east corner. The Airport Fire
Station is located adjacent to this to the east,
just outside the site.
N/A
Landscape
The Northern Loop covers an area of high
ground forming a local plateau located
within the north of the Airport site area. The
surrounding land falls away to the north
and east into scrub woodland, and west
into Carloggas village. The wooded areas
are restricted to the zone edges, but are not
continuous.
Improved landscape areas should
meet aviation regulations.
Ecological
The scrub woodland identified and located
in broken groups along the perimeter is
identified to be of high ecological value.
Efforts to retain and enhance
this woodland belt should be
considered as part of more
extensive works to improve the
landscape screening of the
Airport.
Historic
There are no buildings or structures of historical
value within this site. Adjacent to the site
and to the east outside of the boundary lies
Carnanton House a Grade II listed building.
Any potential opportunities
for development should also
consider potential impact on the
neighbouring Carnanton House.
Environmental:
106
29
30
MOD PROPERTY
- NO ACCESS
LINE
OF
PLANTED
SAPLINGS
H2.0
BLACKTHORN
Tank
TH
101.79
BED
LINE
OF
PLANTED
SAPLINGS
MOD PROPERTY
- NO ACCESS
MOD PROPERTY
- NO ACCESS
CANOPY
EDGE
FFL
100.74
MOD PROPERTY
- NO ACCESS
WOOD
LINE
OF
PLANTED
SAPLINGS
4
EXTENT OF
AIRFIELD
W-HT
101.09
CANOPY
DK
EXTENT OF
AIRFIELD
H2.5
EDGE
W-HT
101.23
C/L
C/L
DK
600 Plastic
TOP
WOOD
H2.5
VERGE
BANK
LINE
OF
PLANTED
SAPLINGS
C/L
MH
CL 96.76
VERGE
BTIC
Empty Ducts
Cable 0.45d
Pit 0.65d
G
TOP
BASE
Plastic
LINE
OF
PLANTED
SAPLINGS
KERB
BASE
VERGE
TAR
FP
150
BANK
H2.0
H2.5
BANK
BANK
150
TOP
BANK
W-HT
100.36
0.7d
600 Plastic
BLACKTHORN
IL 98.03
Pit 1.89d
BT
C/L
MH
CL 95.85
LINE
OF
PLANTED
SAPLINGS
G
VERGE
Catch pit
IL 94.63
Pit 2.43d
Catch pit
IL 93.97
Pit 2.17d
150
EXTENT OF
AIRFIELD
H2.5
BASE
G
KERB
VERGE
C/L H2.5
CYCLE
LANE
SIGN
EXTENT OF
AIRFIELD
Catch pit
Pipe 0.94d
Pit 1.18d
BANK
LINE
PLANTED
SAPLINGSOF
W-HT
99.11
BANK
TOP
TOP
BANK
BANK
BASE
C/L H2.5
PVC
BANK
G
TOP
W-HT
95.66
W-HT
95.66
BANK
BASE
BANK
->
CONC/W
BASE
D600
IL
KERB
EOT
BANK
BASE
GABIONS
VERGE
1 STOREY BRICK
OF
LINE
PLANTED
SAPLINGS
TOP
BANK
GRASS
W-HT
W-HT
94.46
94.46
225
RS
H2.5
BANK
C/L
TOP
1.5d
VERGE
FLOW
->
BANK
TOP
C/L
BANK
30B
H2.5
TOP
BASE
VERGE
BANK
BANK BASE
EXTENT OF
AIRFIELD
BASE
LINE
OF
PLANTED
SAPLINGS
WOOD
LINE OF
PLANTED
SAPLINGS
H2.5
BANK
C/L
BASE
KERB
BANK
KERB
VERGE
EDGE
G
DITCH
2
30A
TAR
FP
CANOPY
150
BANK BASE
Plastic
RS
GRASS
GRASS
BANK
H1.3
BW
TOP
CONC
H1.3
BANK TOP
BANK BASE
TOP
MH
CL 97.43
Catch pit
IL 94.86
Pit 2.81d
BANK
BASE
BANK
MH
CL 98.05
Cable 2.92d
Pit 3.02d
BW
VERGE
1
AR
MH
CL 96.55
Catchpit
IL 93.88
Pit 3.32d
Hydro brake on
outgoing pipe
KERB
TOP
BLACKTHORN
G
TAR
FP
375 Plastic
PIPE IL
D350
TOP
H1.3
H2.0
BANK
D150
W-HT
W-HT
94.36
94.36
DITCH
BANK
BW
IL
GABIONS
G
Catch pit
IL 92.35
Pit 0.83d
MH
CL 92.81
IL 91.49
TOP
BANK
BASE
KERB
BASE
VERGE
BANK
BANK
375 Plastic
BANK
BANK
TOP
TOP
VERGE
MH
CL 96.36
150
Plastic
G
150
LINE
OF
PLANTED
SAPLINGS
LINE
OF
PLANTED
SAPLINGS
Catch pit
V
IL 92.87
Pit 3.79d
Pen stop Valve
on outgoing pipe
KERB
VERGE
TAR
FP
225
BASE
VERGE
Plastic
BW
H1.3
KERB
PVC
BANK
G
Catch pit
IL 92.20
Pit 0.87d
7. BUSINESS PARK
GRASS
RS
FIELD
BANK
H1.3
TOP
Plastic
KERB
BANK BASE
150
VERGE
LINE
OF
PLANTED
SAPLINGS
LINE
PLANTED
SAPLINGS OF
G
KERB
VERGE
MH
CL 92.62
IL 90.98
MH
CL 94.19
Catch pit
IL 91.67
Pit 2.78d
EDGE
WOOD
VERGE
150
EDGE
Plastic
CANOPY
CANOPY
WOOD
BASE
BANK
BW
TOP
H1.3
TAR
FP
94.47
KERB
MH
BLACKTHORN
CL
H2.0
KERB
BANK
MH
CL 94.44
OF
LINE
PLANTED
SAPLINGS
G
Plastic
225
Cable 2.65d
Pit 2.81d
VERGE
N
prevailing
wind
BW
GRASS
GRASS
SCRUB BELT
H1.3
BW
VERGE
OF
TOP
LINE
PLANTED
SAPLINGS
BANK
VERGE
H1.3
TAR
FP
BW
PVC
150
LINE
PLANTED
SAPLINGS OF
MH
CL 90.79
Catch pit
IL 89.27
Pit 1.72d
VERGE
FIELD
KERB
AR
MH
CL 90.73
Catch pit
IL 89.14
Pit 1.81d
OF
LINE
PLANTED
SAPLINGSOF
LINE
PLANTED
SAPLINGS
VERGE
BANK
VERGE
150
OF
KERB
LINE
PLANTED
SAPLINGS
G
150
GRASS
BASE
G
TOP
LINE
PLANTED
SAPLINGS OF
BANK
BASE
BLACKTHORN
BANK
TOP
BANK
BANK
MH
CL 88.68
1.20d
TANKS
KERB
MH
CL 88.66
KERB
VERGE
TOP
GRAVEL
Plastic
H2.0
H1.3
TAR
FP
BASE
BANK
300
BASE
G
Final effluent
1.46d
VERGE
BW
Filter
System
Filter System
for
FW
for FW
Catch pit
IL 83.36
Pit 1.32d
SCRUB BELT
100PVC
100PVC
KERB
OF
CONCRETE
IC
CL 84.18
Final effluent
0.90d
GRAVEL
DK
TOP
100PVC
EOT
TANKS
LINE
PLANTED
SAPLINGS
BANK
G
GRASS
100PVC
TOP
BANK
KERB
VERGE
1.2d
IC
CL 84.19
Final effluent
1.46d
BOX
BW
H1.3
MH
CL 84.25
VERGE
MH
CL 84.25
BASE
KERB
AR
OF
LINE
PLANTED
SAPLINGS
PVC
150
150
TAR
FP
AR
KERB
VERGE
KERB
BT
G
MH
CL 85.07
CP
Cable 1.02d
Pit 1.18d
150
BASE
PVC
DK
MH
CL 87.54
Catch pit
IL
85.12
Pit 2.81d
VERGE
VERGE
MH
CL 85.09
G
BW
Empty coms
Ducts
Cable 1.07d
Pit 1.11d
Cable 1.00d
Pit 1.55d
BW
WOOD
EDGE
H1.3
CANOPY
CANOPY
EDGE
WOOD
H1.3
DEVELOPMENT
ZONE 3 AREA
GRAVEL
SIGN
GRAVEL
DK
150
VERGE
Catch pit
Pipe 1.72d
Pit 2.16d
OF
LINE
PLANTED
SAPLINGS
G
MH
CL 85.06
IL 83.54
TAR
FP
Catch pit
IL 82.62
Pit 2.38d
KERB
VERGE
TAR
AR
VERGE
TAR
FP
FIELD
E
CL
CY LANE
LINE OF
PLANTED
SAPLINGS
VERGE
RS
Final effluent
Catch pit
1.32d
BW H1.3
KERB
MH
CL 84.67
Enclosed pipework
Pit 2.49d
MH
CL 88.45
GRAVEL
MH
CL 88.46
Empty coms
Ducts
Cable 1.22d
Pit 1.62d
OF
LINE
PLANTED
SAPLINGS
OF
LINE
PLANTED
SAPLINGS
BTIC
Cable 0.40d
Pit 0.60d
Empty Ducts
MH
CL 84.29
IL 82.99
Pit 2.30d
GRAVEL
Plastic
BANK
TOP
Plastic
LINE
PLANTED
SAPLINGS
MH
CL 84.26
GRAVEL
LINE
PLANTED
SAPLINGS OF
225
BASE
BANK
300
OF
UTL
Locked covers
VERGE
BANK
KERB
Plastic
300
KERB
KERB
G
TRACK
BANK
BANK
TOP
TOP
OF
H7
LINE
PLANTED
SAPLINGS
VERGE
Empty
150PVC
BASE
MH
CL 84.55
Catch pit
IL 83.21
Pit 1.63d
BANK
G
KERB
150
TRACK
MH
CL 84.93
IL 82.81
Pit 2.46
x2
Empty
MH
CL 82.21
Final effluent
IL 80.97
TOP
BTIC
Cable 0.55d
Pit 1.20d
Empty Ducts
BT
BASE
GRAVEL
x2
BANK
BANK
BW H1.3
WILLOW
BASE
BANK
VERGE
TOP
BANK
BANK
BASE
300
KERB
G
Plastic
SCRUB BELT
225
BANK
BASE
BASE
BANK
WATER
BANK
BASE
EDGE
BANK
WATER
EDGE
TOP
TOP
BANK
TOP
BANK
BANK
H1.3
BANK
->
BANK
TOP
DITCH
BANK
TOP
BK/W
BW
TOP
150 Plastic
Plastic
TAR
FP
TOP
PIPE IL
D300
TOP
BANK BASE
VERGE
CY
C
LAN LE
E
SIGN
BANK
OF
LINE
PLANTED
SAPLINGS
GABION
BW H1.3
BK/W
TOP
BASE
TOP
BANK
BK/W
W-HT
W-HT
84.26
84.26
BANK
TOP
BASE
TOP
BANK
TOP
KERB
LINE
PLANTED
SAPLINGS OF
EDGE
BANK
BANK
BANK
VERGE
WATER
EDGE
KERB
WATER
TOP
BANK TOP
BANK BASE
BANK
MH
CL 83.59
IL 82.24
Pit 1.67d
G
Plastic
BANK
BASE
BANK
225
BANK
BASE
TOP
BANK
BANK
BANK
BANK
VERGE
TOP
TOP
TOP
PIPE IL
SCRUB BELT
BASE
BW H1.3
D225
<DITCH
FLOW
CONCRETE
BANK
WOOD
EDGE
CANOPY
WOOD
D150
KERB
EDGE
CANOPY
IL
CANOPY
EDGE
BANK
CONCRETE
WOOD
TOP
Un
d
TAR
FP
<- FLOW
TOP
BANK TOP
DITCH
FLOW
<-
BANK
BANK
DITCH
FLOW
<-
TOP
VERGE
150PVC
TOP
DITCH
BANK
TOP
BW
H1.3
BANK TOP
BW
BANK
BW H1.3
BW H1.3
H2-6
EDGE
SCRUB
CANOPY
WOOD
TH
109.72
FFL
109.76
FFL
109.73
BW
H1.3
BANK
225
BASE
Plastic
KERB
BASE
BANK
CANOPY TOP
88m
1:2500@ A3
23
W-HT
114.28
Plastic
DK
BOX
150
BASE
TOP
BANK
BANK
FIELD
GRAVEL
GRAVEL
G
BANK
SCRUB BELT
CS
Helipad down draft
zone forms height
restriction for buildings
and limits land usage
H1.3
BW
KERB
TAR
FP
100PVC
100PVC
100PVC
BASE
CONCRETE
Final effluent
1.00d
IC
CL 84.26
GRAVEL
OF
MH
CL 91.28
Catch pit
IL 88.61
Pit 3.06d
BASE
EOT
BANK
MH
CL 84.78
Catch pit
IL 83.68
Pit 1.40d
TOP
VERGE
G
MH
CL 88.264
IL 86.37
VERGE
LINE
PLANTED
SAPLINGS OF
225Plastic
BANK
Empty coms
Ducts
1.35d
LINE
PLANTED
SAPLINGS
OF
LINE
PLANTED
SAPLINGS
GRASS
BANK
BANK
GRASS
0.50d-0.60d
CANOPY TOP
101m
TAR
FP
AR
x2
BT
KERB
Ducts
VERGE
WOOD
H1.3
BW
BASE
EDGE
G
H1.0
BASE
BANK
TOP
IR
SCRUB BELT
KERB
BANK
TOP
VERGE
BANK
TOP
BANK
SCRUB BELT
CANOPY
CANOPY TOP
92m
BANK
->
RAMP
UP
BED
SCRUB TOP
96m
Flow
Flow
IR
CANOPY TOP
99m
H1.0
KERB
IR
H1.0
<- RAMP
UP
W-HT
W-HT
78.48
78.48
TAR
FP
BW
H1.0
BW
IR
H1.3
BED
SAPLINGS
H1.1
BANK
TOP
BED
CONCRETE
BRIDGE
GABION
VERGE
CANOPY
BASE
EDGE
BED
BANK
MH
CL 81.83
Catch pit
IL 80.48
Pit 1.60d
BED
WOOD
SCRUB BELT
CANOPY TOP
91m
BED
SAPLINGS
BED
IL
D500
BED
PIPE IL
D500
VERGE
BANK
BANK
TOP
BASE
POST
BANK
KERB
TAR
FP
KERB
IC
CL 78.54
BANK BASE
TOP
SCRUB BELT
OAK
D0.55
H8
BASE
Water 125mmPE
Stand pipe 0.93d
Pit 1.12d
BANK
CONCRETE
Sense of arrival for future
terminal created with
secondary access
WOOD CANOPY EDGE
H1.2
BW
CANOPY
EDGE
TOP
EDGE
PW H0.6
GG
WOOD
BANK
CANOPY
G
BANK BASE
BANK TOP
Catch pit
Pipe 1.22d
Pit 1.46d
WOOD
MH
CL 78.54
SAPLINGS
BED
TOP
BASE
BANK
BANK
VERGE
BANK
TOP
300
BANK
Plastic
BASE
MARSH
GRASS
EDGE
CANOPY
WOOD
TOP
BANK
TOP
BANK
BED
VERGE
NAIL
BED
WOOD H5
150 Plastic
BANK BASE
PIPE IL
D225
CANOPY
WOOD
KERB
EDGE
KERB
Plastic
EDGE
225
CANOPY
WOOD
CANOPY
EDGE
BANK
TOP
W-HT
W-HT
80.62
80.62
Catch pit
1.45 to IL
Pit 1.52d
BLK/W
WOOD
BW
BLK/W
BANK TOP
H1.2
OUTLETS
CONCRETE
CANOPY
EDGE
BASE
BANK
WOOD CANOPY EDGE
BANK
BANK
BASE
BANK
VERGE
EXTENT OF
AIRFIELD
C/L
H2.5
PERIMETER
EXTENT OF
AIRFIELD
PW H1.0
C/L
H2.5
BANK BASE
PERIMETER
BANK
TOP
BANK BASE
BANK BASE
TOP
BASE
BANK
G
TAR
FP
PW H1.0
WOOD
VERGE
BASE
BASE
BLK/W
BANK
BANK
TOP
BANK
H2.5
PERIMETER C/L
EOT
dense
To
vegetation
TAR
FP
CONCRETE
BASE
BANK
TOP
BANK
HAWTHORN
D0.2
H5
BASE
MH
CL 80.89
GABION
EXTENT OF
AIRFIELD
BED
BLACKTHORN
KERB
FIELD
WITH
BANK
BASE
TOP
BANK
BASE
TOP
BANK
BANK
BANK
VERGE
AR
WOOD CANOPY EDGE
TOP
Catch pit
IL 79.36
Pit 3.55d
ST/W
Catch pit
IL 79.29
Pit 1.90d
&
BANK
TOP
H1.0
D440
BASE
BANK
BANK
TOP
DK
HEDGE
TRACK
SCRUBBY
WOOD
CANOPY
GORSE
BASE
TOP
H1.0
BANK
BANK
&
BLACKTHORN
WITH
BANK TOP
BANK
ST/W
BASE
TOP
KERB
BANK BASE
BANK
TOP
BANK
BW H1.2
VERGE
BASE
BANK
BANK
VERGE
AR x2 BT Ducts 0.50d-0.60d
EDGE
TOP
PW H1.0
BANK
G
TOP
BANK
BASE
BANK TOP
TAR
FP
BANK
BASE
REMAINS
KERB
BASE
BW H1.2
CONCRETE
BASE
BANK
BANK
W-HT
W-HT
79.66
79.66
PIPE IL
BANK
GORSE
TOP
CONC/W
BANK
BANK BASE
BASE
SCRUB BELT
MH
CL 82.20
Catch pit
IL 79.97
Pit 2.54d
450 Plastic
G
BANK
BANK TOP
450 Plastic
TOP
WOOD CANOPY
EDGE
H2.5
PERIMETER C/L
GRASS
MH
CL 82.93
WV
1.14d
No signal
BANK
TOP
BLACKTHORN
H1.0
WITH
GORSE
ST/W &
BANK
1.0d
TOP
BANK
BANK
KERB
BASE
BASE
TOP
BASE
BANK
BANK
FIELD
BANK
WOOD
CANOPY
TOP
BANK
TOP
BANK
BANK
ST/W
TOP
WITH
BANK
BANK
TOP OF
Mast
BANK
BASE
BLACKTHORN
&
BASE
TOP
BANK
ALONG
BANK BASE
SAPLINGS
GORSE
BANK
H1.0
BASE
HAWTHORN
225 Plastic
KERB
225 Plastic
G
TOP
BANK
VERGE
VERGE
GRASS
BANK BASE
TAR
FP
CONCRETE
TOP
EDGE
PERIMETER
TOP
BANK
EXTENT OF
AIRFIELD
TOP
TOP
ROUGH
POST
BANK
BANK
BANK
KERB
VERGE
FARMER'S
KERB
ACCESS
TRACK
THROUGH
BREAK SLOPE
PW H1.0
BANK BASE
SCRUBBY
BASE
WOODLAND
BANK
C/L H2.5
TOP
BW H0.8
BANK
BASE
BANK
BANK
TOP
TAR
FP
SCRUB BELT
PERIMETER
TOP
SLOPE
BANK
H2.5
BASE
C/L
ST/W
TOP
BANK
WOOD
EDGE
TOP
BANK
BANK
BASE
OAK
D0.3
H8
TOP
BANK
TOP
& GORSE
H1.0
TOP
ST/W WITH
BLACKTHORN
BANK
GORSE
BREAK SLOPE
BANK TOP
WOOD
BLACKTHORN
BASE
&
CANOPY
ST/W
BANK
H1.0
TOP
BANK
BANK
TOP
CANOPY
BANK
BASE
EOT
EOT
ST/W
1"PE water
found in trench
UTT
0.60d
Approx
Approx
Position
oftrench
trench
Position of
for
services
for new
new services
BASE
FIELD
H1.0
BANK
TAR
FP
BANK
TOP
GORSE
BANK BASE
BANK TOP
BANK
BASE
&
BANK TOP
TOP
BANK
BANK
BLACKTHORN
BREAK
WITH
VERGE
G
GRASS
EDGE
ST/W
WITH
KERB
VERGE
BANK
TOP
BANK TOP
BANK TOP
CANOPY
TOP
BANK
END LINE
UPPER GABLE
CANOPY
/ SCRUB
EDGE
EDGE
CANOPY
EDGE
BANK BASE
/
SCRUB
RWP
WOOD
BANK BASE
FFL
109.54
BANK TOP
TOP
BASE
TOP
BANK
BANK
BANK
BASE
TOP
BANK
BANK
WILLOW ?
D0.3 H7
WOOD
CANOPY
EDGE
MARSH
ST/W
WILLOW ?
D0.3 H7
OAK
MB H8
BANK
BANK BASE
BANK BASE
BANK TOP
BASE
BANK TOP
ST/W
BANK BASE
BANK BASE
BANK TOP
FLOODED REEDS
BANK
TOP
KERB
BANK TOP
SLOPE
BREAK OF
WILLOW ?
MB H7
TOP
COLLAPSED
BANK
BANK
BANK BASE
Route
HOLLY
D0.2
H5
CONSERVATORY
BANK
BASE
1 STOREY
PORCH
STONE
DOWNS
STONE
TREVITHICK
2 STOREY
ST/W
BANK
BASE
BANK TOP
COLLAPSED
AR
BANK
W-HT
W-HT
109.75
109.75
BANK BASE
BASE
KERB
114.8m
ST/W
VERGE
& GORSE H1.0
BANK TOP
BANK
BANK BASE
BANK TOP
BANK TOP
BASE
W-HT
W-HT
111.92
111.92
OSBM
BANK TOP
225 Plastic
EDGE
CANOPY
WOOD
EDGE
FIR
D0.7
H15
TAG 0336
RUBBLE
ROAD
0.6d
ST/W
VERGE
ST/W
W-HT
W-HT
111.38
111.38
ROAD
CONCRETE
EDGE
MS
BOL
BANK TOP
BANK TOP
W-HT
W-HT
110.93
110.93
ST/W
VERGE
W-HT
W-HT
110.80
110.80
EDGE
ROAD
BANK
BANK TOP
BASE
BW H1.2
BANK
ST/W
BOL
BT
BASE
TAR
BTIC
Cable 0.90d
Pit 1.10d
TOP
BANK
TOP
KERB
BANK BASE
BANK BASE
BANK
BASE
BANK
H1.8
VERGE
C/L
TOP
BANK
BANK TOP
GRASS
BASE
BANK TOP
BANK TOP
SLOPE
BANK TOP
BANK
H1.8
0.9d
BANK TOP
BREAK
GORSE H1.0
ST/W WITH BLACKTHORN &
BANK BASE
BANK TOP
BANK TOP
RWP
COLUMN
CANOPY OVER
PAL H1.2
C/L
TAR
EDGE
ROAD
BANK TOP
BANK BASE
KERB
ST/W
BANK BASE
0.9d
SIGN
EDGE
A3059
POST
ROAD
W-HT
W-HT
111.46
111.46
VERGE
SCRUB BELT
POST
DRIVE
BANK TOP
KERB
C/L
BANK BASE
SCRUB BELT
& GORSE H1.0
BREAK
SLOPE
BANK
TOP
109.8m
TOP
H1.0
BANK
GORSE
&
BANK
ST/W
WITH
EDGE
BLACKTHORN
ROAD
BASE
BASE
BANK
RS
BANK
BANK
TOP
BASE
BANK
TOP
BANK
G
TOP
BANK
EDGE
ROAD
TOP
KERB
BANK
SCRUB BELT
BANK TOP
TOP
BANK TOP
BASE
BANK
TAR
FP
H1.8
0.6d
VERGE
SCRUB BELT
BANK TOP
AMBULANCE
CORNWALL AIR
STATION HQ
ROOF WING
1 STOREY FLAT
CANOPY LINE
WOOD
BANK TOP
KERB
KERB
BREAK SLOPE
0.50d-0.60d
BT Ducts
AR x2
BANK BASE
BASE
TOP
BANK
BANK
BANK TOP
BANK BASE
VERGE
150
CANOPY LINE
CONTINUES -->
BANK TOP
CONC RET/W
SLOPE
SCRUB
TOP
WOOD
BANK BASE
BW H1.2
BANK TOP
150 Plastic
BANK TOP
MH
CL 86.73
Catch pit
IL 85.23
Pit 1.74d
G
BREAK
BELT
DENSE
H2.0-2.5
HEDGE
SCRUBBY
CANOPY TOP
110m
ad
Access Ro
BREAK SLOPE
Catch pit
Soakaway
IL 85.87
Pit 1.47d
CONCRETE PAD
RWP
TOP
CANOPY TOP
108m
BANK
KERB
KERB
G
TAR
FP
CONCRETE PAD
ROOF WING
1 STOREY FLAT
SCRUB
UPPER GABLE
END LINE
BANK BASE
TOP
VERGE
BANK TOP
PAL H1.2
BANK TOP
BELT
DENSE
BANK
BANK
BANK BASE
BANK
BANK TOP
BANK TOP
BREAK SLOPE
SCRUB BELT
BASE
BANK
BASE
KERB
G
TOP
BASE
BANK TOP
VERGE
G
EDGE
BANK
VERGE
TAR
FP
GRASS
22
CANOPY LINE
CANOPY
FIELD
BANK TOP
BREAK SLOPE
G
BANK TOP
BANK TOP
TAR
FP
BASE
BANK
WOOD
CANOPY TOP
108m
WOOD CANOPY
EDGE
Access
Southern
BANK TOP
VERGE
SCRUB BELT
PAL H1.2
BANK BASE
H1.0
BANK
BANK
TOP
& GORSE
KERB
VERGE
G
Cornwall Air Ambulance
(Helicopter Station)
BANK
BLACKTHORN
BANK BASE
TOP
WITH
x2 Empty
VERGE
G
TAR
FP
GRASS
OAK
D0.4
H8
BANK BASE
WOOD CANOPY EDGE
BT
SCRUB BELT
OAK
D0.2
H8
BANK TOP
BANK
ST/W
x2 Empty
BTIC
Cable 0.60d
Pit 0.80d
Empty Ducts
BANK BASE
G
BASE
BW H1.2
BANK
Southern
KERB
BREAK SLOPE
MH
CL 84.42
Catch pit
IL 82.95
Pit 1.76d
TAR
FP
Catch pit
IL 83.24
Pit 1.57d
TOP
TOP
BANK TOP
BANK TOP
VERGE
BT inside
4"CI duct seen in trench
comes up on power+radio
0.80d
BASE
BANK
BANK
G
KERB
EOT
EOT
UTT
No signal
Imformed by ground workers on site of a
6" water main in bottom of trench
Has been covered as it is in a fragile state
G
VERGE
KERB
0.6d
TOP
BANK
BASE
BANK TOP
BANK TOP
BANK
TOP
BANK
EDGE
225
TOP
BANK
ROAD
Plastic
BW
BANK TOP
0.7d
150
H1.2
H1.0
Plastic
&
GORSE
BLACKTHORN
WITH
BREAK
ST/W
OF
EDGE
VERGE
ROAD
G
BANK BASE
BANK TOP
BANK TOP
TOP
BASE
BANK
NAIL
BANK TOP
BANK TOP
TOP
BANK
HAWTHORN
MB
H2
BANK BASE
BANK TOP
TOP
BANK
BANK BASE
BANK
BANK BASE
KERB
BANK TOP
TAR
FP
BASE
BANK
BANK BASE
BANK
BANK
ST/W
TOP
WITH
TOP
EDGE
BLACKTHORN
ROAD
VERGE
BANK TOP
& GORSE
H1.0
BANK TOP
KERB
BANK BASE
TOP
TOP
BANK
BANK
TOP
OF
& GORSE
BANK
ST/W
BASE
WITH
BASE
BANK TOP
& GORSE
H1.0
BANK
TOP
BANK
BASE
BANK
BASE
BANK BASE
TOP
BLACKTHORN
BANK TOP
H1
BANK BASE
H3-5
MIXED REMAINS
ST/W
WITHIN
FOLIAGE
BANK
BANK BASE
BANK BASE
BANK BASE
TOP
BANK BASE
TOP
BANK TOP
BANK
BANK
BASE
BT
EDGE
ROAD
BANK
BANK TOP
BANK TOP
BW
BANK TOP
KERB
BANK BASE
BANK TOP
POST
BANK TOP
& GORSE H1.0
BANK BASE
BANK TOP
BANK TOP
POST
H1.0
BANK TOP
&
BW
BW
BANK TOP
BANK TOP
ELM?
MB
BANK BASE
GORSE
BASE
BANK
BLACKTHORN
ST/W WITH BLACKTHORN &
GORSE H1.0
MH
Open chamber
Cover+slab next
to chamber
1.38d
BANK TOP
BANK TOP
BANK TOP
BANK BASE
& GORSE H1.0
BW
OAK
D0.15
BANK TOP
BW
SCRUB BELT
WITH
CHAMBER WITH
NO COVER
IL 103.20
ST/W
TOP
0.7d
BANK
TOP
BANK
BW
HAWTHORN
D0.2
H3
BANK BASE
H1.2
150
BW
VERGE
KERB
BANK BASE
BTIC
UTL
Half buried
HAWTHORN
2XD0.15
H3
POST
BASE
SCRUB BELT
G
UNKNOWN
D0.2
H3
BREAK
BANK TOP
BANK BASE
BASE
BANK
59
A 30
TOP
BANK
POST
& GORSE H1.0
BW
BANK
TOP
HAWTHORN
MB
H2
POST
BANK TOP
BW
BANK BASE
BLACKTHORN
BANK
HAWTHORN
D0.15
H2
BANK
BANK TOP
H1.0
BANK BASE
BLACKTHORN
TOP
BANK
EDGE
POST
WITH
BANK
BASE
GORSE TOP
ROAD
150
Plastic
TOP
SLOPE
ST/W
BANK
H1.0
&
BLACKTHORN
WITH
ST/W
BANK TOP
TOP
BANK TOP
BANK TOP
BANK BASE
BANK
& GORSE H1.0
H1.0
BANK
KERB
BREAK
TOP
& GORSE
BANK BASE
BANK TOP
BANK
ST/W WITH
BLACKTHORN
TAR
FP
BANK TOP
Cornwall Air
Ambulance Trust
SCRUB BELT
HAWTHORN
MB
H2
0.6d
BANK
BANK BASE
VERGE
BLACKTHORN H1
TOP
BANK
A3059
BANK BASE
SLOPE
GRASS
SCRUB BELT
OF
BASE
TOP
BANK
SLOPE
MH
CL 89.33
Catch pit
IL 87.86
Pit 1.72d
BANK
G
HOLLY
D0.2
H3
BW
EDGE
KERB
BANK BASE
BANK TOP
TOP
x2
UNKNOWN
MB
H6
x2
VERGE
TOP
Empty
BANK TOP
TOP
BANK
TOP
BASE
BANK
BANK
BANK BASE
BANK
BASE
BANK
150
EDGE
ROAD
GORSE
BLACKTHORN
BT
BANK TOP
Plastic
BTIC
Cable 0.80d
Pit 1.10d
H1.2
BANK BASE
BW
Potential additional access
from A3095 to serve DZ3
BASE
BANK
TOP
BANK
H1.0
&
WITH
ST/W
BANK
BASE
BANK
SCRUB BELT
TOP
A3059
BASE
BANK
H1.0
BW
EOT
&
ST/W
KERB
WITH
GORSE
BTIC
Cable 0.70d
Pit 1.20d
BT
BLACKTHORN
0.6d
TOP
BANK
BASE
BANK
BASE
HARD CORE
TRACK
TOP
SCRUB BELT
EDGE
KERB
ROAD
TOP
BANK
BASE
BANK BASE
BANK
VERGE
KERB
BANK BASE
VERGE
TAR
FP
BW
0.9d
EDGE
BASE
ROAD
BANK
BASE
BW
BANK
TOP
BANK
H1.0
&
BANK TOP
BANK TOP
TOP
BASE
BANK TOP
& GORSE H1.0
BANK BASE
BW
BANK
G
BANK
BANK
BW
BW
UNKNOWN
D0.3
H5
BANK
TOP
BANK
BASE
TOP
SCRUB BELT
BANK BASE
BT
BW
VERGE
TAR
FP
BANK
SCRUB BELT
BANK
K
HOLLY
D0.2
H3
BANK BASE
KERB
Empty
BTIC
Empty Ducts
Cables 0.55d
Pit 0.80d
BANK TOP
& GORSE H1.0
BANK
GRASS
SCRUB BELT
BASE
BAN
& GORSE H1.0
& GORSE H1.0
TOP
BASE
G
BANK TOP
BANK
BANK
BANK TOP
G
Catch pit
IL 88.64
Pit 1.38d
BANK TOP
ROAD
VERGE
TAR
FP
ST/W
TFR
BANK
WITH
GORSE
TOP
SCRUB BELT
BANK
BLACKTHORN
BASE
GRASS
BANK
BANK BASE
TOP
EDGE
ROAD
TOP
KERB
BANK TOP
Plastic
H1.2
150
BW
BW
BASE
BANK
BANK
107.9m
AR
Empty
BW
TRACK
BT
Ducts
H1.2
BANK
BANK
TOP
BASE
SCRUB BELT
EDGE
ROAD
KERB
TOP
BANK
H1.0
&
WITH
BASE
BANK
G
GORSE
0.8d
BLACKTHORN
ST/W
BANK
BASE
BANK
BANK BASE
TOP
BW
EDGE
H1.2
BASE
TRACK
& GORSE
TOP
WITH
A3059
H1.0
BLACKTHORN
TOP
BANK
EDGE
ROAD
BANK TOP
BANK BASE
H1.0
& GORSE
BANK
WITH
TOP
BLACKTHORN
ROAD
TOP
0.6d
ST/W
WITH
BASE
SCRUB BELT
H1.2
BASE
BANK
BASE
BLACKTHORN
TRACK
TOP
0.9d
ROAD
TOP
BW
BASE
BASE
BANK
VERGE
BASE
BANK TOP
BANK
BANK BASE
BANK
TOP
TOP
BASE
BANK
SCRUB BELT
EDGE
TOP
BASE
BANK TOP
150
BANK
H1.2
BANK
BANK
225
Plastic
TOP
BANK
BANK
BANK
BANK
BW
BANK
TOP
H1.0
BANK
& GORSE
ST/W
BANK
ST/W
BANK
BANK
KERB
H1.2
BANK
BW
BANK
BANK TOP
H1.0
BANK BASE
Catch pit
Soakaway
IL 90.78
Pit 1.74d
MH
CL 92.25
NAIL
VERGE
G
TOP
& GORSE
BANK
TOP
BANK BASE
ST/W WITH
BLACKTHORN
BANK TOP
150
KERB
TOP
GRASS
MH
CL 92.23
Catch pit
IL 91.15
Pit 1.41d
BW
BLACKTHORN H3 & ST/W
REMAINS
VERGE
VERGE
G
KERB
TAR
FP
BANK
GRASS
ROAD
EDGE
KERB
TAR
FP
TFR
SCRUB BELT
BANK TOP
BANK
WITH
BANK
TOP
ST/W
BANK
BASE
KERB
TOP
&
WITH
BASE
H1.0
GORSE
BLACKTHORN
BW
Plastic
BASE
225
VERGE
BANK
BANK
TOP
BANK
ST/W
BANK
BASE
BASE
H1.2
OAK
MB
H4
BW
TOP
0.9d
BASE
H1.2
H1.2
BW
BANK
BW
BLACKTHORN
BW
TOP
BANK BASE
TOP
BANK
KERB
G
BANK
GRASS
& GORSE
H1.0
BASE
BW
BANK
H1.0
BANK
& GORSE
BANK TOP
BANK
BASE
H1.0
BANK TOP
H1.0
BANK TOP
BANK
BANK TOP
& GORSE
TOP
G
150
BANK BASE
BLACKTHORN
ST/W WITH
MIXED
BANK BASE
BANK TOP
BANK BASE
BLACKTHORN
ST/W WITH
BANK
BW
150
MH
CL 92.38
Catch pit
Soakaway
1.58d
SCRUB BELT
BANK
BANK
H1.2
SCRUB BELT
EDGE
ROAD
TOP
BASE
VERGE
H1.2
BANK TOP
BW
BANK BASE
ROAD
BANK
TOP
BANK
TAR
FP
EDGE
BASE
GRASS
SCRUB BELT
BW
GRAVEL
H1.2
MIXED
BANK TOP
KERB
BANK TOP
TOP
KERB
BANK
G
MH
CL 93.88
Soakaway
1.83d
BW
BANK
BASE
BANK
H2.0
Unable to scan
BT in hedge
TOP
H1.0
SCRUB BELT
& GORSE
BW
ST/W
WITH
BLACKTHORN
TAR
A3059
DK
225
MH
CL 93.72
IL 92.54
Pit 1.31d
BANK
TOP
TFR
Platic
BW
H1.2
BW
H1.2
BW
x6
ROAD
BANK BASE
BANK
BANK BASE
TREE HEIGHTS
3-6m
KERB
BANK
BANK TOP
UNKNOWN
D0.2
UNKNOWN
D0.25
UNKNOWN
D0.15
TOP
TOP
BANK BASE
UNKNOWN
D0.2
BANK TOP
ALDER
D0.15
TOP
BANK TOP
UNKNOWN
D0.15
UNKNOWN
D0.15
UNKNOWN
D0.15
BANK TOP
ALDER
D0.2
BW
BANK TOP
UNKNOWN
D0.15
TREE HEIGHTS
3-6m
UNKNOWN
MB
UNKNOWN
D0.25
UNKNOWN
D0.15
BANK BASE
UNKNOWN
D0.2
ACER
D0.4
ST/W
BANK BASE
ACER
D0.6
POST
DEAD
D0.2
POST
ST/W
W-HT
W-HT
94.88
94.88
ROAD
EDGE
TOP
SCRUB BELT
BASE
BANK
BASE
Empty
EOT
AR
BT
BANK
BASE
TREE HEIGHTS
3-6m
UNKNOWN
D0.2
BANK BASE
UNKNOWN
D0.2
Ducts
TFR
TOP
GORSE
BLACKTHORN
BANK
H1.2
TOP
BANK
ROAD
EDGE
PW H1.0
H1.2
UNKNOWN
D0.15
UNKNOWN
MB
BANK
TOP
EOT
Catch pit
225
BANK
BTIC
Cable 0.50d
Pit 1.80d
BANK
0.9d
WITH
ST/W
BW
BANK
PW H1.0
H1.2
TOP
BANK
H1.0
&
& GORSE H1.0
UNKNOWN
MB
BANK BASE
BW
GRAVEL &
HARDCORE
Soakaway
Plastic
IL 92.45
Pit 1.54d
TAR
FP
LARGE BARN
IL 91.55
G
VERGE
BANK
TOP
KERB
KERB
BW H1.2
x6
BASE
BW
ST/W
BANK
TOP
BASE
G
BASE
SCRUB BELT
TREE HEIGHTS
3-6m
BANK BASE
DEAD
D0.15
ALDER
D0.15
BW H1.2
BANK
H1.2
BANK
TOP
BANK
BASE
BANK
BANK
GRAVEL
BW
H1.0
TREE HEIGHTS
3-6m
UNKNOWN
D0.15
BW H1.2
BW H1.2
BANK
TOP
EDGE
TOP
BANK TOP
UNKNOWN
D0.15
HAWTHORN
MB
ELDER?
D0.2
TOP
BANK
ST/W WITH
BLACKTHORN
H1.0
TOP
KERB
& GORSE
BANK TOP
BANK
BANK
BANK BASE
BANK TOP
ST/W WITH
BLACKTHORN
BW H1.2
TAR
FP
BASE
BANK
TOP
HAWTHORN
MB
H3
BANK
TOP
VERGE
BANK
BANK BASE
BANK TOP
BASE
Plastic
BANK
225
H1.2
BANK TOP
G
BASE
TOP
BANK
ROAD
BASE
BASE
BW
GRAVEL &
HARDCORE
BANK
BASE
BANK
BANK
EDGE
BANK BASE
BANK
TOP
ST/W
BANK
TAR
FP
GRASS
GRASS
& GORSE
VERGE
VERGE
GRASS
GRASS
SCRUB BELT
0.9d
BASE
H1.0
GRAVEL
PW
SAPLINGS
ROAD
BANK
BANK
BW
EDGE
SCRUB BELT
TOP
H1.2
TOP
Plastic
BANK
225
BANK
ST/W
TOP
W-HT
W-HT
95.71
95.71
ST/W
BW
BANK
A3059
BASE
PIPE IL
G
BANK BASE
D150 <-
VERGE
BW
0.6d
EOT
BW H1.1
150
Plastic
MH
CL 93.46
Catch pit
IL 92.34
Pit 1.50d
ROAD
EDGE
GRAVEL
VERGE
BW H1.2
ST/W
150
Plastic
ROAD
SCRUB BELT
EDGE
BW
BANK TOP
GRAVEL
0.7d
Catch pit
IL
91.80
Pit 1.64d
G
VERGE
BANK BASE
W-HT
W-HT
W-HT
W-HT
94.67
94.67
94.67
94.67
ST/W
ST/W
BW H1.0
BANK TOP
A3059
BANK TOP
KERB
x2
EOT
KERB
RS
ROAD
EDGE
BW
TOP
BANK BASE
BANK
TAR
FP
SCRUB BELT
GRAVEL
VERGE
ROAD
EDGE
AR
GRAVEL
225
Plastic
GRAVEL &
HARDCORE
G
IL 90.03
225
GRAVEL
BW H1.2
VERGE
Plastic
TOP
225
BANK
VERGE
CONSTRUCTION
COMPOUND
G
G
Plastic
EOT
GRAVEL
MONUMENT
W-HT
W-HT
94.49
94.49
ST/W
ST/W
EOT
VERGE
W-HT
W-HT
94.59
94.59
ST/W
GRAVEL
BANK BASE
KERB
KERB
BANK
BOL
EDGE
MIXED
VERGE
150 Plastic
BTIC
Cable 1.00d
Pit 1.30d
TREES
BANK
Development Zone Business Park Key
H3-6
GRAVEL
BT
BOL
Catch pit
IL
90.58
Pit 2.70d
G
BANK TOP
BASE
150CO
BANK TOP
NAIL
TAR
VERGE
EOT
ROAD
G
BANK BASE
MH
CL 92.55
Catchpit
with penstock valve
IL 90.45
Pit 2.34d
CR's
RS
225 Plastic
G
Catch pit
IL
90.82
Pit 1.95d
GRAVEL
MH
CL 92.66
IL 91.56
2.0d
ROAD EDGE
VERGE
TOP
Ducts
x2 Empty
AR
Empty
BOL
Ducts
ROAD EDGE
GRAVEL
150CO
BANK
GRAVEL
BOL
GRAVEL
KERB
GRAVEL &
HARDCORE
150 Plastic
Catch pit
IL
91.01
Pit 1.58d
AR
GRAVEL
GRAVEL EOT
TAR
FP
SCRUB BELT
225
Plastic
BANK
225
Plastic
TOP
A3059
BASE
MH
CL 92.66
IL 91.43
BOL
G
MH
IL90.35
RS
KERB
AR
KERB
BTIC
Pit 3.05d
Unable to see or
clamp cables needs confined space entry
ROAD EDGE
VERGE
A3059
VERGE
G
ROAD EDGE
BOL
0.9d
G
MH
Catch pit
G
DK
TOP
x2 Empty
CR's
MH
CL 93.20
Ducts
Plastic
GRAVEL
ROAD EDGE
225 Plastic
Ducts
ROAD
BW H1.2
EOT
A3 059
VERGE
BASE
BANK BASE
BANK
AR
BANK BASE
BANK TOP
Catch pit/ Soakaway
IL
91.94
Pit 1.73d
G
A3059
GRAVEL
EDGE
MH
CL 93.02
BANK
GRAVEL
225
Catch pit
Soakaway
IL 90.74
Pit 2.47d
VERGE
KERB
CR's
BANK
TOP
G
BASE
Plastic
ROAD
SIGN
BANK
IC
CL 91.09
BASE
MH
CL 91.11
Catch pit
IL 89.41
Pit 1.95d
BANK BASE
ACER
D0.3
H9
Catch pit
IL
90.16
Pit 1.87d
ACER
2XD0.2
H9
GRAVEL
EDGE
BANK TOP
BASE
TAR
FP
x6 (x2
Empty)
BT
x4
BTIC
Cable 0.70d
Pit 1.40d
ASH
D0.2
H11
UNKNOWN
MB
H12
ACER
MB
H10
ACER
D0.2
H3
ASH
2XD0.3
H10
G
ASH
2XD0.5
H12
NQY boundary edge
0.5d
GRAVEL
225
Plastic
BANK
BASE
BANK
TOP
MIXED
H2-3
UNKNOWN
2XD0.3
H8
UNKNOWN
D0.5&
D0.2
H9
GRAVEL
GRAVEL
MH
CL 92.22
Catchpit
Soakaway
IL 90.93
Pit 1.84d
ST/W
ROAD
EDGE
KERB
BOL
BANK BASE
BANK
TAR
FP
TOP
150
x2
ROAD
EDGE
G
GRAVEL
G
Catch pit/ Soakaway
IL
91.70
Pit 1.60d
H1.2
BASE
BANK
TOP
GRAVEL
WV
Lamp
Lamp hole
hole
2.03d
2.03d
ROAD
ST/W
G
BANK
Catch pit
IL 90.21
Pit 1.33d
225
H3-6
UNKNOWN
2XD0.2
H9
Plastic
BANK
SIGN
EOT
750
ROAD
BTIC
Cable 0.90d
Pit 1.10d
TAR
VERGE
150
Plastic
Plastic
TAR
FP
ACER
D0.3
H9
BASE
Possible tank or
soakaway in this
area-long grass/
foliage-unable to
GPR
UNKNOWN
MB
UNKNOWN H11
MB
H10
BASE
ASH?
D0.4
H9
Southern Access Road and A3059
UNKNOWN
D0.2
H9
GRAVEL
x2
x1
EDGE
BT
UNKNOWN
D0.2
H7
VERGE
TAR
x1
ST/W
MH
CL 91.36
Catch pit/ Soakaway
IL
90.01
Pit 1.73d
GRAVEL
ROAD
EDGE
TAR
FP
GRAVEL
SCRUB BELT
VERGE
225
H1.2
ROAD
VERGE
150
TAR
Plastic
BW
EDGE
RE
1.0d
IC
CL 91.40
MH
CL 91.43
Catch pit
IL 89.45
Pit 2.28d
Plastic
Public square
MIXED
H2-3
Plastic
DK
DK
A3059
H1.2
91.0m
1.0d
AR
BANK
150
GRAVEL
MIXED
Plastic
Plastic
TAR
FP
BASE
EDGE
W-HT
W-HT
92.28
92.28
BW
150
BTIC
Cable 1.27d
Pit 1.40d
MH
CL 91.40
Catch pit
IL 89.16
Pit 2.54d
KERB
DK
G
CONCRETE
BT
x2
BANK
BOL
BW
Bat foraging corridor (15m minimum)
NAIL
VERGE
ST/W
1.0d
TAR
x4
GRAVEL
x4
G
IL 88.65
Pit 1.64d
EDGE
ROAD
EDGE
BT
BTIC
Cable 0.70d
Pit 1.40d
UNKNOWN
D0.2
H3
0.8d
ROAD
Landscape environment
ACER
MB
H11
TAR
Und
BANK BASE
TOP
TAR
FP
0.7d
TFR
BANK
BANK
ROAD
RS
CYCLE
LANE
TAR
FP
225
KERB
H1.2
MH
CL 91.79
AR
225
TOP
KERB
KERB
BANK
ROAD
NAIL
TOP
BANK
TAR
FP
SIGN
W-HT
W-HT
94.09
94.09
SIGN
BOL
x2 Empty
KERB
SIGN
ASH
MB
H9
BANK BASE
GRAVEL
EDGE
G
COMPOUND HARD CORE
BANK BASE
BT
225 Plastic
Ducts
EOT
KERB
GRAVEL &
HARDCORE
ASH
MB
H9
Catch pit
IL
90.52
Pit 2.93d
GRAVEL
BANK TOP
x2 Empty
DK
BANK
TOP
BW
MH
CL 93.19
BOL
ROAD EDGE
VERGE
VERGE
TAR
FP
SCRUB BELT
BANK TOP
BOL
TOP
RS
SIGN
BANK TOP
BANK
BANK
CYCLE
LANE
BW H1.2
IL 90.80
Pil 2.23d
HAWTHORN
D0.25
H4
VERGE
W-HT
W-HT
89.93
89.93
VERGE
W-HT
W-HT
89.82
89.82
1.0d
ST/W
VERGE
New Business Park service access
RS
GRAVEL
Catch pit
IL 86.42
Pit 1.52d
VERGE
G
150
ROAD
Plastic
EDGE
ROAD
EDGE
MIX HEDGE
H2
A3059
OAK
D0.2
H4
BT
225
Plastic
BTIC
UTL
Stuck
OAK
D0.2
H4
VERGE
ROAD
1.2d
EDGE
G
GRAVEL
225
Retained existing hedgerows
HAWTHORN
MB
H3
Catch pit
IL 86.26
Pit 1.56d
Plastic
UNKNOWN
MB
H4
UNKNOWN
MB
H3
UNKNOWN
MB
H3
UNKNOWN
D0.15+
D0.2
H3
th
Pa
85.9m
Future stage Business Park service access
)
m
(u
0.91m
FF
59
A 30
88.5m
Existing Woodland
Confirmed development zone parcels
Pat
h (u
m)
Next phase development zone parcels
Sloping ground
Spring
84.4m
Description
Issues
Opportunities
0.91m FF
Development Zone
Track
Mast
Business Park
(Phase 1 and East)
M
Path (um)
Physical Site
in
Dra
Issues
The Business Park is part of
Aerohub. It has an LDO and
infrastructure is under construction.
Completion October 2015
The site sits on the brow of a shallow ridge, one
of a series running east-west towards the coast
that shelter shallow valleys. The site straddles
the ridgeline running east to west, with the
north falling towards the shallow wooded
valley. Its high point is located approximately
at the SAR entrance.
The Business Park infrastructure is under
construction with the eastern phase area
retained as fields.
Access
Construction onsite. Completion October 2015
Services
40
1
107
60
1
0.5
The Business Park (Phase 1 and East) are
located on the south side of the Airport and
is sandwiched between the wet woodland
valley that separates the development area
from the airfield plateau to its north, and
the A3059 to the south. The Cornwall Air
Ambulance Trust hangar is located adjacent
to the site on its most eastern corner.
Infrastructure:
20
80
2
3
0
Drainage
Runway / Aviation
N/A
N/A
Property / Building
Assets
There will be serviced plots on this site.
Serviced plot locations have been
planned as part of the Business
Park development design code
are due for implementation.
Landscape
Construction onsite. Completion October
2015.
Retention of existing features
has been considered as part of
the Business Park. Landscape
character mitigation aims to
enhance existing retained
elements and meet the
requirements of the Business Park.
Ecological
The area of wet woodland along the existing
valley floor to its north has been identified
as an area of High Ecological Importance
with potential to support wildlife. The Cornish
hedges running through the site are also
important to wildlife.
and grassland areas will enhance
habitat and create a distinctive
landscape environment to the
development.
Historic
interest within the site.
N/A
Environmental:
108
VE
TOP
IC
CL 78.54
BA SE
KE RB
BANK
TAR
FP
BA NK
CONCRETE
KE
RB
Wate r 125mmPE
Stand pipe 0.93d
Pit 1.12d
SA PLINGS
MH
CL 78.54
SCRUB
Catc h pit
Pipe 1. 2
2d
Pit 1. 46d
G
96m
T OP
.2
GG
BW
WOOD
H1
GRASS
C ANOPY
BA SE
Plastic
EDGE
TOP
300
BA NK
8. BUSINESS PARK WEST
TOP
BA NK
EOT
To dense
ve ge tation
VERGE
BA NK
CONC RET E
PIPE IL
TAR
FP
NAIL
150
Plas
ti c
E
AS
VERGE
BA NK BA SE
D225
B
BANK
P
TO
BANK
KERB
225
KERB
Pla
s
itc
E
BAS
K
BAN
BANK
VERGE
TO
BLK/W
P
W-HT
W-HT
80. 62
80.62
/W
BLK
BED
BED
BLK/W
B ASE
BA NK TOP
.2
H1
BANK
B
W
B ASE
BANK
VERGE
TOP
SE
B ASE
BA NK TOP
BA
BA NK
WOOD CA NOPY
EDGE
E
EDG
WOOD H5
CL 82. 20
Catc h pit
IL 79.97
Pit 2. 54d
ANOPY
WOOD C
BANK B ASE
BANK
MH
450 Plastic
PW H 0. 6
BASE
G
Catch pit
IL 79.36
Pi t 3.55d
CA NOPY
BA NK TOP
ANK
B
WOOD
BA NK BA SE
TOP
BANK
NK TOP
450 Plastic
Catch pit
IL 79.29
Pi t 1.90d
BA NK TOP
BANK
EDGE
WOOD CA NOPY
BA
EDGE
BANK
BANK
T OP
AR
PIPE I L
D440
T OP
/W
BA NK BA SE
CONC
W-H T
W-HT
79. 66
79.66
KERB
BELT
BED
BED
G
TAR
FP
MH
CL 80.89
GA BION
SC RUB
OAK
D0.55
H8
BED
Catc h pit
1. 45 to
IL
Pit 1. 52d
OUTL ET S
CO NCRETE
BA NK BA SE
N
VERGE
WOOD C ANOPY
EDGE
K
ST/W
KTHORN
BA SE
TOP
NK
B LAC
NK
BA
BA
WITH
BA NK TOP
BW H1.2
AN
B
KERB
CONCRETE
SE
BA
&
TAR
FP
DK
T OP
H1.0
BANK
GORSE
G
TOP
TRAC K
BA NK
BASE
TOP
BAN
BANK
BW H1. 2
BA NK TOP
TOP
KERB
BA NK BA
SE
K BASE
VERGE
K T OP
VERGE
BAN
BANK B ASE
AR x2 BT Duc
ts 0. 50d-0. 60d
NK
BA NK
BA
GRA SS
MH
CL 82.93
BA
BA
K TOP
NK
TAR
FP
CONC RET E
BAN
WV
1.14d
No signal
SE
BANK
B
AS E
1.0d
KERB
BA SE
TOP
BA
HA WTHORN
225 Plastic
KERB
225 Plas ti c
NK
TOP
BANK
ALONG TOP OF BA NK
BANK B ASE
SA PL INGS
G
BA NK
VERGE
GRASS
BA NK
KTHORN
AC
0
BL
W ITH RSE H1.
GO
ST/W &
VERGE
BANK
B ASE
TAR
FP
TO
P
BELT
BANK
SCRUB
TOP
1:2500@ A3
BREAK
SLOPE
B
AN
K
T OP
BA NK
ASE
BANK B
TOP
KERB
KERB
BANK
B ASE
BA NK TOP
VERGE
VERGE
BANK T OP
BANK TOP
GRASS
G
TOP
BANK B ASE
NK
TA R
FP
BA
BA NK BA SE
Development Zone Business Park West Key
BAN K
EOT
EOT
TOP
WIT
BA NK TOP
ST /W
1"PE water
found in trench
UTT
0. 60d
TOP
&
BREA K SLOPE
ACKTHORN
BA NK
H BL
Approx
Approx
Posi tion
Position
of tre nch
trench
new of
forfornew
se rvic
es
services
B ASE
SE
BA NK BA
H1.0
BANK
GORSE
BA
BA NK TOP
KERB
NK
NK
BA
TOP
BA
SE
VERGE
ST /W
as it is in a fragi
le state
BANK TOP
EOT
EOT
UT T
Imformed by
No signal
ground worke
6" water
rs on s
main in
ite of a
bottom of
tre nch
Has bee
n c ov ere d
BT inside
4"C I duc s ee
t
n i n trench
com es up
on powe
r+radio
0.80d
ST /W
WIT H
BW H1.2
KERB
BANK T OP
G
VERGE
BA NK TOP
BAN
K
BL ACK THORN
BANK
T OP
& GORSE
H1.0
T OP
BANK
BASE
/W
ST
Business Park West boundary edge
BT
SE
BA NK BA
BTI C
Cable 0. 60d
Pit 0. 80d
Empty Duc
ts
BANK B
ASE
BA NK BA SE
0.50d-0.60d
AR x 2 B T Ducts
TOP
BANK B ASE
BA NK
BA NK BA SE
BA NK BA SE
BA NK B ASE
BAN K T OP
BANK
BA NK TOP
BANK TOP
BA SE
BA NK TOP
BANK B ASE
KERB
VERGE
ST /W WIT H BLA CKT HORN & GORSE
H1.0
KERB
BA NK TOP
BANK B ASE
BAN K BASE
T OP
BANK T OP
BREAK SLOPE
BANK
BANK TOP
KERB
ST /W WIT H BLA CKT HORN
& GORSE H1. 0
BA NK TOP
VERGE
VERGE
Bat foraging corridor (20m minimum)
BA NK BA SE
BANK T OP
150
BANK TOP
BANK T OP
BA NK BA SE
BANK B ASE
BANK B ASE
KERB
BELT
TAR
FP
BA NK BA SE
BA NK TOP
BAN K B ASE
BA NK TOP
BA NK BA SE
BREA K SLOPE
0.9d
SC RUB
BA NK TOP
BA NK TOP
BW H1.2
TOP
BA NK TOP
BA NK BA SE
ST/ W WITH BLA CKT
HORN & GORSE H 1.
0
BANK TOP
KERB
BA NK TOP
BA NK
BA NK TOP
BA NK BA SE
KERB
VERGE
BUSINESS PARK
PHASE1
VERGE
SIGN
Public space
BAN K BA SE
BANK B ASE
BA NK BA SE
BA NK BA SE
KERB
BA NK TOP
BREAK SLOPE
MH
CL 86.73
Catch pit
IL 85.23
Pi t 1.74d
G
BAN K TOP
BA NK TOP
KERB
VERGE
Catc h pit
Soak away
IL 85.87
Pi t 1.47d
G
TA R
FP
BA NK TOP
150 Plastic
BA NK TOP
G
B EL T
BANK T OP
225 Plas tic
BANK TO P
VERGE
GRA SS
SC RUB
Landscape environment
BA NK BA SE
BREAK SLOPE
Confirmed development zone parcels
G
BANK B ASE
KERB
KERB
TAR
FP
BA NK TOP
BANK B ASE
G
BANK T OP
BW H1.2
VERGE
VERGE
TAR
FP
BANK T OP
BA NK TOP
KERB
BA NK TOP
BANK TOP
BREAK SLOPE
BELT
& GORSE H1.0
KERB
G
SCRUB
BA NK BA SE
BA NK TOP
VERGE
OAK
D0. 4
H8
New Business Park West access
ITH B LAC KTHORN
ST/W W
BREAK SLOPE
VERGE
Southern Access Route
BA NK TOP
KERB
BA NK TOP
TA R
FP
GRA SS
OAK
D0.2
H8
BA NK TOP
x2 Empty
VERGE
G
Southern Access Road and A3059
BANK TOP
BA NK TOP
x2 Empty
MH
CL 84.42
Catc h pit
IL 82.95
Pit 1. 76d
G
BANK B ASE
KERB
Catc h pit
IL 83.24
Pit 1.57d
BA NK BA SE
BREAK SLOPE
TAR
FP
SC RUB
B EL T
225 Plastic
BW
BA NK TOP
OPE
OF SL
H 1. 2
BREAK
c
150 Plas ti
GRA SS
VERGE
G
BA NK
Retained existing hedgerows - areas of high
ecological value
TA R
FP
TOP
KERB
BA NK BA SE
BANK
B ASE
BA NK BA SE
BANK T OP
KERB
BANK T OP
VERGE
BANK TOP
ST/W WITH
BLA CKTH
ORN & GORSE
H 1. 0
TOP
BA NK
BANK
BA NK
BANK
TOP
TOP
B ASE
BREAK
OF
KERB
SLOPE
VERGE
BA
BANK
TOP
BANK B ASE
NK
BA NK TOP
H 3-5
MIXED
REM AINS
ST/W
WITHIN
FOLIA GE
TAR
FP
TO
P
ST/W
BA NK
WITH
B LA
TOP
CKTHO
RN
& GORSE
H1. 0
TOP
BANK T OP
BA NK
BANK
BANK
BAN K B
ASE
P
TO
BA
B
BANK
AS E
NK
TOP
B ASE
BA NK TOP
B ELT
WITH
BANK
BLA CKTH
ORN
BANK
TOP
& GORSE
BA NK TOP
BA NK BA SE
KERB
ST/W
BA NK BA SE
Area of archaeological importance
SC RUB
H 1. 0
BA NK
TOP
KERB
BA NK
RGE
TOP
VE
BLA CKT HORN
H1
B ASE
BW
BA NK
BANK B ASE
H1.2
BREAK
BA NK
TOP
ST/W
BASE
WI TH
BANK
BL AC
OF
TOP
KTHORN
POST
&
SLOPE
GO
RSE
H1.0
BA NK TOP
BA NK
BASE
NK
BA
ST/W
WI TH
BL ACK
THORN
& GORSE
BANK
TOP
NK
BA
BA NK
TOP
BA SE
TOP
BA SE
BA NK
BA NK
PO ST
POST
BA NK
BASE
G
BANK
BANK BA
SE
TO
P
BLA CKT
HORN
H1
BA NK
BANK
BA NK BA SE
& GORSE
H1. 0
BA SE
OP
BA NK
BA NK BA SE
TOP
BA NK
BW
TOP
POS
BANK TOP
ST/W W
ITH B LAC
KTHORN
B
KT
EOT
BANK
BANK TO
P
& GORSE
H1.0
N
BA
TOP
ty
AS
E
Emp
VERGE
x2
BANK
BANK
BT
VERGE
ST/W WITH
B LAC KTHORN
ty
TOP
E mp
BTIC
Empty Ducts
Cable s 0.55d
Pit 0. 80d
BA NK BA SE
BW
BANK B ASE
x2
KERB
TOP
BA
NK
TOP
TOP
RB
KE
BANK
Sloping ground
BANK B ASE
ST/W WI
TH BL
AC KTHOR
N & GO R
SE H1.0
BW
BA NK TOP
B ASE
POST
Catch pi
t
IL 88.64
Pit 1.38d
BANK T OP
BW
BANK
G
GRASS
BA NK BA SE
BA N
K
TOP
VERGE
BELT
BA SE
H1. 0
BASE
BANK
Existing Woodland
MH
CL 89.33
Catc h pit
IL 87. 86
Pit 1. 72
d
TAR
FP
SC RU B
150
P last
ic
TAR
FP
BW
T OP
H1.2
BAN K
BASE
TOP
NK
KER
BANK
BA
TO
P
BA
BA
AN
B
NK
UNKNOWN
MB
H6
BA NK
B
BANK
KER
BA SE
B
SC RUB B ELT
SE
K
BASE
TF R
BANK B ASE
SE
BA NK BA
G
TO
P
VERGE
BAN
K B AS
E
E
TA R
FP
BANK T OP
ANK
B
KERB
VERG
GRASS
AN
B
K
TOP
BA NK
TOP
UNKNOWN
D0.3
H5
150
s
a
Pl
itc
KERB
BW
H1.2
BT
BA NK
Empty
BA S
E
AR
c
Du
BW
ts
BANK
TO P
KERB
T OP
BANK
E
BANK
S
BA
B ASE
BANK
VERGE
G
VERGE
BA
NK
TOP
G
K
150
BAN
BAN K
B ASE
KERB
TA R
FP
GRA SS
TOP
BANK
T OP
KERB
GRA SS
Catc h pit
Soak away
IL 90.78
Pi t 1.74d
B ASE
MH
CL 92.25
TFR
T OP
ORN
CKTH
B LA
B AS
E
TOP
BW
W ITH
BA NK
BANK
BA
ST/W
BANK B ASE
ASE
BANK
TOP
KERB
K B
BAN
150
BL AC KTHORN
NK
BA NK TOP
BA NK TOP
MH
CL 92.38
Catc h pit
Soakaway
1.58d
G
150
BANK T OP
TOP
& GORSE
SE
BA SE
BA
BA NK
TAR
FP
BANK B ASE
MIXED H1. 0
BA NK
VERGE
H1.0
ST/W
WITH
225
Plas
tic
BASE
TOP
NK
K
BA
N
BA
KERB
G
15 0
MH
CL 92. 23
Catch pi
t
IL 91.15
Pit 1.41d
&
BANK
VERGE
B ELT
GORSE
H1.
0
BANK
NA IL
SC RUB
BA NK BA SE
& GORSE H1.0
ST/W W ITH B LAC KTHORN
BA NK TOP
BA NK BA SE
BA NK TOP
BANK TO P
G
BANK T OP
H1.2
SE
BAN K BA
BW
KE
RB
RN & GORSE H1. 0
ST/W WITH B LA CKTHO
BANK
ORN
2
225
H1.
&
BW
tic
CKTH
s
Pla
WITH
B LA
B ASE
NK
OP
ST/W
T
BW
BA
BANK
GE
NK
BA
R
VE
T OP
KERB
BASE
BANK
BA SE
B ASE
GRASS
H1.2
BW
TOP
BA NK
GRASS
BANK
BANK B ASE
GORSE
TOP
OP
H1.
T
BA NK BA SE
0
BANK
BANK T OP
SCRUB
BELT
BANK
VERGE
BA
BA SE
TAR
FP
OP
T
BA NK
NK
G
KER
B
GRAV EL
BW
KERB
2
H1.
BW
MH
CL 93. 88
Soak away
1. 83d
GRASS
TA R
225
BW
P
D
tic
a
l
K
MH
CL 93.72
IL 92.54
Pit 1. 31d
GRA SS
R
VE
GE
BANK B ASE
GRA SS
A NK
B
ST/W
VERGE
225
A SE
NK B
TOP
BA NK
TOP
BA
TAR
FP
Pl
as
BANK B
ASE
H1.2
BAN K TOP
B
RB
KE
K
BAN
BA NK TOP
tic
BW
GRASS
ASE
B
ANK
TOP
HA WT HORN
MB
H3
H1.2
RB
KE
BA NK
GRAV EL
&
HA RDCORE
ST/W
TOP
BAN
WI TH BL
AC
KTHORN
& GORSE
TOP
BW
K B
ASE
H1.0
BW H1.2
EL
BANK
UNKNOW N
D0.15
MB
T OP
UNKNOW N
D0.15
TOP
BANK BA
SE
BANK
G
BA NK TOP
TA R
FP
BANK
BW
BA NK TOP
BA SE
GRAV
TREE HEIGHTS
3-6m
HA WTH ORN
TOP
VERGE
T OP
UN KNOWN
D0.2
H1.2
BANK
TREE HEIGHTS
3-6m
TO P
UNKNOWN
BANK
D0.25
NK
TOP
BA
NK TOP
UNKNOWN
D0. 15
BA
BA NK BASE
BW
AR
H1.2
BASE
BA NK
EL DER?
D0.2
TOP
DEA D
D0.15
ALDER
D0. 15
EO
mpty
BA NK BA
SE
BA NK
TOP
E
TREE HEI G TS
H
3-6m
ST/W
T
B
BW H1.2
H1.0
BA NK
BANK B ASE
BANK
BA NK
SE
ASE
& GORSE
B
B LAC KTHORN
BA
K
BAN
W ITH
BANK
BELT
ST/W
TFR
BW
T
BANK T OP
UNKNOWN
D0. 15
ALDER
D0.15
BANK T OP
BA NK
BA SE
K
ALDER
D0. 2
BA SE
BA NK
UNKNOW
TOP
SE
BA
D0.15
UNKNOW
N
MB
BW
P
AN
B
BANK
UNKNOW
N
D0.15
BA NK
TO
B ASE
BANK
TOP
ts
Du c
UNKNOWN
D0.2
BW H
1. 2
GRA VEL
&
HA RDCORE
N
UNKNOWN
D0.15
BA NK
B
A NK
SCRUB
TOP
UNKNOW N
TREE HEIGHTS
3-6m
MB
UNKNOW
N
D0.15
Catc h pit
G
UNKNO WN
D0. 2
BANK B ASE
EOT
IL 92.45
Pit 1. 54d
BW
225
TAR
FP
BA SE
RB
KE
BA NK
UNKNOWN
D0.25
PW H1.0
DEA D
D0. 2
H1.2
IL 91.55
tic
KERB
Plas
Soakaway
G
PW
ST/W
AC ER
D0.4
AC ER
D0.6
POST
H1.0
VERGE
POST
TOP
ST/W
UNKNOW
N
D0.15
UNKN OWN
225
BA NK
MB
stic
TOP
Pla
BA NK
UNKNOWN
D0.2
L
BANK B ASE
GRAVE
UNKNOWN
D0.
2
W-HT
W-HT
94.88
94. 88
TREE H EIGHT S
3-6m
G
SA PL INGS
LARGE B
ARN
150 Plastic
MH
CL 93.46
Catc h pit
IL 92. 34
Pit 1. 50d
H1.2
PW H1.0
W
B
GRA
VE L
KERB
B EL T
BW
BW
TA R
FP
TOP
B ASE
CONSTRUC TION
COMPOUND
EL
GRAV EL
&
HA RDC ORE
BANK
BW
GRAV
TOP
BA NK
BANK
x2
T
EO
KERB
H1. 2
SCRUB
BW H1.2
BW
P
225
TO
BA SE
stic
Pla
BW H1.0
BAN K TOP
GRA VEL
BA NK
225 Plastic
BANK
VERGE
G
-HT
W
W-H
T
W-HT
94.67
94.
W-HT
67
94.67
94.67
BW H1.1
BA NK TOP
KERB
TA R
FP
ST/W
RS
TOP
T OP
GRAV
EL
BANK
MH
CL 92. 55
CR's
Em
pty
BA NK
BA NK
GRAV EL
&
HA RDC ORE
BA SE
KERB
BW H1.2
BW
IL 90. 03
Catchpit
with penstock
val ve
IL 90. 45
Pit 2.34d
Ducts
G
KERB
H1. 2
AVEL
CYCLE
LANE
BW
W-HT
W-HT
94.59
94.59
ST /W
ST/ W
VERGE
NAIL
VERGE
VERGE
VERGE
TAR
VERGE
NK
TOP
BA NK TOP
Plas
GRA tic
V EL
TOP
ST/W
VERGE
x2 Em pty Ducts
BANK TOP
BA
TAR
FP
pty
x2 Em
ROA D EDGE
ROA D EDGE
Ducts
BTIC
Cable 1.00d
Pit 1. 30d
TOP
GRAV EL
BANK
TF R
KERB
KERB
E OT
x2 Empty
KER
Ducts
GRAV EL
150 Plastic
G
G
ROA D EDGE
BT
EOT
B
150 Plastic
GRAV EL
225 Plastic
VERGE
BOL
EOT
Catc h pit
IL 91.01
Pit 1.58d
G
VERGE
KERB
BA NK BASE
CR's
DK
BT
Catc h pit
IL 90.58
Pit 2.70d
VERGE
RS
225
BANK
W-HT
W-HT
94.49
94. 49
BA NK TOP
VERGE
G
DK
SIGN
BA SE
ST/W
MONUMENT
GRA VEL
SE
BA NK BA
G
G
COM POUND HARD
C ORE
BA NK
EOT
GRAV EL
AR
225
Pl
a
st
ic
MH
I 90.35
L
RB
KE
G
AR
KERB
IL 90. 80
Pil 2.23d
225
BANK B ASE
S
BAN K BA E
GR
MH
Catc h pit
EOT
EOT
Plastic
225
BELT
GRA VEL
&
HARDC ORE
Pl as tic
AR
GRA VEL
GRA VEL
BOL
SC RUB
Catch pi
t
IL 90. 82
Pit 1.95d
2.0d
NA IL
BASE
BANK
BTIC
VERGE
Ducts
TOP
BANK
A3059
EDGE
x2 Empty
ROAD
SIGN
Pit 3.05d
Unable to se
e or
clamp c
able s
nee ds confine d space entry
A3059
AR
SIGN
TOP
H1.2
BOL
W-HT
W-HT
94.09
94.09
BAN
K
BW
ROA D EDGE
ROA D EDGE
TAR
FP
ROAD EDGE
RS
MH
CL 93.20
BOL
GRAV EL
GRAV EL
ROA D EDGE
A3059
Catc h pit
IL 90.52
Pit 2. 93d
BANK TOP
BOL
RS
BOL
MH
CL 93.19
225 Plas ti c
GRAV EL
SIGN
MH
CL 93.02
BOL
BA NK TOP
0. 9d
225
KERB
Catch pit
Soak away
IL 90.74
Pit 2. 47d
G
BANK TOP
BA NK BA SE
GRA VEL
225
BA NK BA SE
CR's
BA NK
TOP
SE
BA NK BA
KERB
ROAD SIGN
GRAV
H3-6
TA R
FP
GRAV EL
EL
G
0.7d
MIXED
ROA D EDGE
BANK B ASE
ASH
MB
H9
BA NK BA SE
MH
CL 91.79
Catch pit
IL 90.16
Pit 1.87d
BA NK BA SE
ASH
MB
H9
AC ER
D0.3
x6 (x2 Empty)
x4
AC ER
D0.2
0. 70d
Pit 1.40d
0.5d
ASH
2XD0 .3
H10
AC ER
MB
AC ER
2XD0.2
H9
H9
H11
BT
BT IC
Cable
H3
tic
225 Plas
E
EDG
ASH
D0. 2
H11
UNKNOWN
MB
H12
AC ER
MB
H10
ASH
2XD0. 5
H12
BANK B ASE
MH
CL 91. 1
1
BA NK
G
GRA VEL
G
ST/W
BO L
TOP
IC
CL 91.09
G
Catch pit
IL 90.21
Pi t 1.33d
RO AD
BT
SE
BA NK BA
EDGE
BT IC
Cable 1.
Pit 1.40d27d
TOP
SIGN
Plastic
225
H
1.
BANK B ASE
1.0d
MIXED
GRAV EL
ST/W
2
DK
H2-3
WV
Lamp
Lamp hole
hole
2.03d
2. 03d
A3059
GRAV
ROA D
TA R
FP
AR
DK
EL
ROA D EDGE
BTIC
Cable 0.90d
Pit 1.10d
TA R
EDGE
150 Plastic
x2
TAR
VERGE
x1
VERGE
750 Plastic
BT
150 Plastic
MH
CL 91.36
Catch pit/
Soakaway
IL 90.01
Pi t 1.73d
GRA VEL
TA R
FP
x1
tic
Plas
L
VERGE
225
tic
RO AD
VEL
EDGE
VERGE
1.0d
TAR
RE
D EDGE
Possi ble tank
or
soak away
in this
area-l ong grass/
foliage-unable
to
GPR
UNKNOW
N
D0. 2
H7
1. 0d
G
ROA
ACER
D0.3
H9
TA R
IC
CL 91.4
0
MH
CL 91. 43
Catch pi t
IL 89.45
Pit 2.28d
ASH ?
D0.4
UNKNOWN
H9
D0.2
H9
TAR
FP
Plas
GRA
W-HT
-HT
W
89.93
89.93
W-HT
W-HT
89.82
89.82
UNKNO WN
MB
UNKN OWN H11
MB
H10
SE
BA NK BA
VE
EDGE
GRA
ROA D
91.0m
SE
BA NK BA
UNKNOW
N
2XD0. 2
H9
150
H8
EOT
VERGE
ST /W
BANK T OP
UNKNOW
N
2XD0.3
TAR
FP
150 Plastic
MH
CL 91.40
Catch pit
IL 89. 16
Pit 2.54d
G
GRAV EL
MIXED
UNKNOW
N
D0. 5&
D0.2
H9
CONCRETE
x2
ti c
150 Plas
BA NK
DK
W-HT
W-HT
92.28
92.28
TA R
FP
GRA VEL
x2
H1.2
Catc h pit
IL 89. 41
Pit 1. 95d
H2-3
Catc h pit/ Soakaway
IL 91. 7
0
Pit 1. 60d
KERB
BW
SC RUB
B ELT
BW
BA NK BA SE
TA R
tic
MH
CL 92.22
Catc hpit
Soakaway
IL 90. 93
Pit 1.84d
BOL
ROA D
Und
ROA D EDGE
G
Pl as
KERB
2
AR
ST/W
H1.
CYCLE
LANE
TAR
FP
BANK B
ASE
BW
Catc h pit/ Soakaway
IL 91.94
Pit 1. 73d
225 Plastic
BANK TO P
G
GRA VEL
VERGE
IL 88.65
Pi t 1.64d
NAIL
ST/W
VERGE
VERGE
x4
VERGE
RS
Catch pit
IL 86. 42
Pit 1.52d
GRA VEL
x4
BT
BTIC
Cabl e 0.70d
Pi t 1.40d
G
ROA D
EDGE
1.0d
UNKNOWN
D0.2
H3
0.8d
ROA D
A3059
BT
150
EDGE
HA WTH ORN
D0.25
H4
VERGE
BTIC
UTL
Stuc k
Plastic
225
Pl as tic
H2
MIX HEDGE
OA K
D0.2
H4
OA K
D0.2
H4
VERGE
ROA
GE
D ED
G
GRA VEL
85.9m
225
Pl as
1.2d
Catch pit
IL 86.26
Pi t 1.56d
tic
HAW THORN
MB
H3
UNKNOWN
MB
H4
UN KNOWN
MB
H3
UNKNOWN
MB
H3
UNKNOW N
D0.15+
D0.2
H3
59
A 30
th
Pa
(um
)
Pa
th
88.5m
90.1m
Spring
TCB
(AA)
MS
92.6m
El
Sub Sta
Development Zone
84.4m
Description
Opportunities
The Business Park (West) is located on the
south side of the Airport and is sandwiched
between the wet woodland valley, that
separates the development area from the
airfield plateau to its north, and the A3059 to
the south. It is separated from Business Park
Phase 1 by the SAR.
Business Park West has been
identified as a suitable location for
future Business Park development.
It is located to the east of Solar
Farm.
Business Park
(West)
Physical Site
Infrastructure:
Access
Services
The site sits on the brow of a shallow ridge, one
of a series running east-west towards the coast
that shelter shallow valleys. The site straddles
the ridgeline running east to west, with the
north falling towards the shallow wooded
valley. Its high point is located approximately
at the Southern Access Road entrance.
Access into this area could be
located in one of two locations.
Further assessment is needed to
define a suitable access.
There are currently no main services to the site. Services to be planned as part of
its implementation.
A dedicated junction could provide direct
access to the site from the SAR which is served
off the A3059.
109
m)
(u
0.91
mF
9
05
A3
F
150CO
Drainage
A new pumped sewage connection for the
Business Park (phase 1) is proposed to be
provided with a rising main along the A3059
to St Columb Minor, some 3.5km to the west,
under a requisition with SWW.
Services to this site would have to
be planned for along with future
Business Park developments.
Runway / Aviation
N/A
N/A
Property / Building
Assets
There are no serviced plots on this site.
Serviced plots could be planned
as part of the wider Business Park
expansion.
Landscape
The landscape consists of grassland pasture,
and Cornish hedgerows which run across the
site area. Boundaries are relatively sparse with
lightly vegetated Cornish hedges.
Retention of existing features
could be considered as part of
its development. Landscape
character mitigation should
aim to enhance existing
retained elements and meet the
requirements of development.
Ecological
The area of wet woodland along the existing
valley floor to its north has been identified
as an area of High Ecological Importance
with potential to support wildlife. The Cornish
hedges running through the site are also
important to wildlife.
and grassland areas offer
opportunity to enhance habitat
and create a distinctive landscape
environment to complement any
development.
Historic
To the south west of the site along the A3059
an area of archaeological interest has been
identified. Reference should be made to the
Sustainability Appraisal ¬ HEA ‘Newquay
Cornwall Airport: Historic Environmental
Assessment and Characterisation’, CC, 2011
(appendix 14.12).
Historic recording to take place to
enable development.
Environmental:
110
11.3 Airport Development Strategy
11.3.1 As part of the Masterplan, mechanisms to improve standards and efficiencies have been
considered along with the assessment of economic outcomes. The growth forecast analysis,
Development Zone frameworks and terminal assessments within this report have collectively
provided evidence to determine the strategies to implement. The illustrated strategies, provide
identification of key deliverable projects suitable for the 2014-2020 ERDF Convergence Programme.
11.3.2 To assess the options for development, the work undertaken has been considered within the
following categories:
• Passenger Capacity
• Terminal Capacity
• Terminal Parking
• Airport Operations Equipment
• Transport–Surface Access Strategy (SAS)
• Property and Building Conditions
• Environmental and other development constraints
• Access and services
• Supply and demand
• Planning
11.4 Airport Development Strategy 0–5 Years
11.4.1 Within the next five years it will be necessary to address the following:
Operational Airport
• Undertake important operational regulatory requirements, and facility upgrades to
safeguard current Airport terminal standards.
• Improve connections with business through promotion of facilities.
• Implement small-scale Travel Plan measures to improve awareness of connectivity to the
Airport.
• Designate and safeguard a potential southern terminal location for long-term
planning.
• Plans for growth to be programmed by the Management team.
Aerohub EZ
• Continued promotion of the Airport and the EZ to support the diversification and growth
of this nationally important asset as a place for aerospace inward investment and
aerospace growth.
• Take Aerohub into the next delivery phase – implementation and investment.
• Support the Airport to attract, grow and secure long term investment.
111
operating subsidy to the Operator, which the Owner currently provides
• Support the Airport operations to grow and promote business use of the Airport via
improved connectivity, in particular SME access
• Attract and grow important existing, emerging sectors and associated technologies
such as space and the UAS sector
• Accelerate programme of direct intervention to address skills gap
• Keep planning and investment Frameworks current
• Deliver infrastructure for growth
• Ensure future projects are developed to maximise the level of investment from
programmes such as ERDF and this will ensure the impacts from previous investments are
maximised
11.5 Airport Development Strategy 5–15 years
11.5.1 Within the next five to ten years it will be necessary to address the following:
• Undertake important operational regulatory repairs and carry out remodelling small
areas of the existing terminal, to accommodate passenger growth and to maintain a
positive passenger experience
• Improve connections with business to aid commerce
• Implement wide-scale Travel Plan measures to accommodate assumed increased
traffic resulting from improved passenger and commercial activity
• Further assess and plan a potential southern terminal for future delivery
• Continue management programme of planned growth
• Continue to promote the benefits associated with the Airport as an aviation hub
11.6 Costs and Revenues
11.6.1 Cost analysis and market evaluation has been undertaken for each of the Masterplan
Development Zones as an aid to focus potential revenue generation and delivery of economic
outcomes.
11.6.2 By using income forecasts and by identifying potential funding opportunities from European,
central Government and local council resources, specific business opportunities can be progressed
to support the aspirations of this Masterplan.
11.6.3 The more certain a Masterplan development strategy can be, the more investment
opportunities can be sought and it is through the Development Zone strategies, Aerohub EZ and the
LDOs that provide the framework for growth and investment. Collectively these provide financial
incentive tools to facilitate the growth of the Airport.
112
11.7 New Terminal Strategy
11.7.1 Terminal location appraisal captures the key triggers associated with the options. These are
tabulated below and can be summarised as:
• Option 1a - Do nothing, minor repairs to terminal, retain in its current location
• Option 1b - Minor refurbishment and expansion of terminal to meet needs of
capacity forecast
• Option 1c - Expansion of existing terminal location to improve space standards
• Option 2 - New southern terminal to future-proof terminal standards at a regional level,
to help facilitate a business environment and to present the Airport as an aviation and
aerospace hub
11.7.2 In order to process the decisions required to maintain and future proof the Airport, the option
assessment has been categorised into the following actions:
• NO CHANGE - Operation and function of Terminal building and equipment meets
current passenger numbers
• ASSESSMENT STUDY - Commissioning of work to assess, design and cost the changes
required to meet increased passenger numbers
• IMPLEMENT - Assessment study projects to be planned, undertaken and phased, to meet
increased passenger numbers and promote further growth
11.7.3 Based upon the research undertaken in preparing the Masterplan, during the remaining
2015–2030 period the terminal will remain in its current location. Passenger numbers are forecast
to increase which is likely to place further pressure on the existing terminal building in its current
form. However, through careful management and control and the implementation of measures
to improve the existing facilities, passenger numbers at the existing terminal are able to increase
significantly before reaching a critical capacity point.
The works and actions identified are included in the following Terminal Options Section 11.8.
.
113
11.8 Terminal Options Table
KEY TRIGGERS
OPTION 1 A - DO NOTHING + MINOR REPAIRS
KEY ISSUES
POTENTIAL ACTIONS
While the current facility is designed to
accommodate circa 0.45mppa, a
peak in August 2008 saw 66,000
passengers recorded and indicates the
potential actual capacity of the
terminal at 0.70mppa.
Based on the following assumptions,
no further operational enhancements
will be undertaken.
(1) PASSENGERS CAPACITY (mppa)
Passenger forecasts defined by
Masterplan 2008-2030 identified near
0.4mppa (Million passengers per
annum) in 2008.
Current figures for 2015/16 identify 0.
240 mppa.
At this peak, important issues and
areas of failure were identified which
Current ‘High’ scenario prediction are could impact on the ability of the
0.6mppa by 2030.
Airport to continue to deliver an IATA C
level service, as identified in the
Masterplan 2008-2030.
‘High’ scenario levels for passengers
are forecast at 0.323mppa by 2016.
‘Base’ scenario levels for passengers
(2) TERMINAL CAPACITY
Maintain existing terminal building at
1600sqm.
A key issue with the existing terminal
remains the need to smooth the peaks
thus reducing check-in congestion due
to increased number of check in desks.
With increased flight services/passenger
numbers forecast, the existing terminal
will experience potential operational
problems creating lower levels of service
and passenger comfort as defined by
IATA Levels.
Key Issues are recorded as: Insufficient
seating within land side departures.
Insufficient toilet facilities within both
land side and air side departure halls.
Insufficient security scanning facilities.
Outdated baggage handling facilities.
Limited staff welfare areas.
Limited retail provisions both land and
air side.
No land side meeting rooms or business
facilities.
Outdated CCTV.
All heating is electrical.
Based on the current terminal area of
1,600sqm, it is calculated to
accommodate 0.45mppa. This
translates as 3.55sqm of terminal
space per person.
While the identified peak service
caused operational issues, this was
considered an unusual peak and as
such the terminal could continue to
operate within its current form,
delivering an IATA C Level service.
This level of service may reduce if
various issues are not solved.
Therefore minor repairs and
reconfigurations have been
considered as part of this proposal.
(3) TERMINAL INFRASTRUCTURE
• Entrance
Departure and arrivals expanded
updated in 2008. Terminal drop-off
and arrival configuration altered due
to new anti-terrorism safety measures.
These have compromised the arrival
experience.
• Utility services
The new entrance area creates a dual
access into the terminal via the original
entrance. This provides an external link
from arrivals back to departures.
There is no footpath along Ball Lane to
access the terminal. Passengers walk
uncomfortable distances with
baggage, to/from their vehicles in
exposed weather. This lowers the level
of service and passenger comfort as
defined by IATA Levels.
The overall sense of way finding has
been compromised and could be
improved.
A detailed assessment of existing
arrival, entrance and departure,
pick-up configurations should be
undertaken. This would identify areas
where potential enlargement of the
current layout could be undertaken
to increase capacity and improve
way finding and the sense of arrival.
The terminal is not serviced by a gas
supply.
No planned changes.
114
KEY TRIGGERS
KEY ISSUES
POTENTIAL ACTIONS
The parking capacity is often full and
any further expansion west of the
‘west’ zone would create
unacceptable distances from the
terminal.
No planned changes.
(4) TERMINAL PARKING
Terminal carpark layout is served with
two zones located either side of the
terminal building labelled as ‘east ‘
and ‘west’, providing a total of 544
spaces.
Any further scheduled flight services
would create regular parking capacity
issues.
(5) AIRPORT OPERATIONS EQUIPMENT
• The main equipment facilities used There are eight check-in desks, which
within the terminal are:
are not fully occupied except on
Saturdays. An average of five desks are
• Check-in desks
used at peak times. There are two
• Self-service check-in kiosks
self- service check-in machines
specifically for Flybe.
• Baggage handling machine
• Baggage hold screen equipment
No planned changes.
Potential to increase the number of
self-service check-in kiosks at a low
cost.
The baggage handling machines are
The x-ray equipment is due for
prone to frequent break downs and
replacement. A like for like facility has
problems. This results in baggage being been costed.
handled manually as there is no back
up machine. This causes regular delays
each month.
The baggage handling bay is exposed
to inclement weather conditions and
as such, the x-ray equipment sensitive
to moisture and saline air malfunctions.
• Passenger security zone and x-ray Security zone consists of two x-ray
scanners
machine and one passenger scanner.
There are queues to process security
search on each flight, and delays to
passenger movement if large aircraft
are scheduled together. . This
compromises and creates lower levels
No planned changes.
• Flight services and management Updated as part of IDS2.
information systems
Currently being replaced.
(6) TRANSPORT (SAS)
• Gateway Access
Existing access off Ball Lane.
No planned changes.
• Car parking
As above.
No planned changes.
• Off site Highways
Additional road improvements may be
required further afield and will be
identified as part of study.
No planned changes.
• Traffic Calming
Selective traffic calming schemes to
mitigate increased traffic in sensitive
areas, eg villages / local lanes,
No planned changes.
• Walking and Cycling
Local routes are not connected
between Airport and residential areas.
No planned changes.
• Bus Links / Park and Ride
Existing bus services to be linked with
terminal drop-off, Newquay expansion
zone and potential park and ride.
No planned changes.
• Travel Plan
Local routes and opportunities while
well provided for are not promoted
adequately.
Implement small scale Travel Plan
measures.
(7) PROPERTY / BUILDING CONDITION
• Terminal
Original structure completed in circa
Minor repairs needed as part of
1994. New arrivals extension completed ongoing maintenance.
in 2008. Recent refurbishment of
building and MEP services in 2012/2013. No major changes planned.
115
KEY TRIGGERS
KEY ISSUES
POTENTIAL ACTIONS
• Fuel Farm
This facility has been recently
upgraded.
No planned changes.
• NH1
Hangar NH1 refurbished in 2009 and
2011.
No planned changes.
• Air Traffic Control
Completed in 2008. In reasonable
condition for age.
Minor maintenance and repair works
need to be evaluated.
No planned major changes.
• Airport Fire Service Station
Completed in 2009. In excellent
condition.
No planned changes.
No opportunity to move terminal away
from communities at Carloggas and St
Mawgan.
No change to existing terminal
location.
• NH2
No planned changes.
(8) ENVIRONMENTAL
• Communities and Health
• Landscape and Historic
Environment
No change to existing landscape and
no effects on historic assets although
limited opportunities for improvement.
• Biodiversity
No change to existing biodiversity.
• Water Environment
No change to flood or pollution risk.
No change to foul discharge or water
supply.
• Air Quality, Energy Use and Green Provides opportunity to improve
House Gas Emissions
energy performance
Consider energy efficiency measures
and use of alternative energy sources
such as anaerobic.
• Materials and Waste
Use of existing infrastructure minimises
use of new materials and reduces
waste.
• Land Use Quality
Maximises use of previously developed
land although there is limited
opportunity to improve.
116
KEY TRIGGERS
OPTION 1 B - MINOR REFURBISHMENT AND EXPANSION
KEY ISSUES
POTENTIAL ACTIONS
minor refurbishment and expansion
has been proposed to accommodate
passenger capacity.
Passenger predictions defined by
Masterplan 2008-2030 identified near 0.4mppa (Million passengers per
annum) in 2008.
Current figures for 2015/16 identify
0.240mppa.
Current ‘High’ scenario prediction are areas of failure were identified which
0.6mppa by 2030.
could impact on the ability of the
Maintain existing terminal and
expand building from 1600sqm to
4800sqm.
This is based on improved spatial
standards of delivering 8sqm per
person for 0.6mppa by 2030.
A key issue with ex isting ter minal
remains the need to schedule flights
apart, to avoid more than one flight
service check-in slot. With increased
flight ser vices/passenger numbers
forecast, the existing terminal will
s uf fe r o pe rat i o n a l p ro b l em s a nd
compromises and creating lower levels
Based on the current terminal area of
1,600sqm, it is calculated to
accommodate 0.45mppa. This
translates as 3.55sqm of terminal
space per person.
While the identified peak service
caused operational issues, this was
considered an unusual peak and as
such the terminal could continue to
operate within its current form,
delivering an IATA C Level service. This
Key Issues are recorded as:
• Insufficient seating within land side level of service may reduce if various
issues are not solved.
departures.
•
•
•
•
•
•
•
•
Insufficient ablutions within both
land side and air side departure
halls.
I n s uf f i ci e nt s e cu r it y sca n n i n g
facilities.
O utd ated b a g g a g e h a n d l i n g
facilities.
Limited staff welfare areas.
Limited retail provisions both land
and air side.
No land side meeting rooms or
business facilities.
Dated CCTV.
All heating is electrical.
Minor repairs of the terminal building
to improve operational standards
both land side and air side includes:
• More seating areas.
• Increase number of toilet
facilities.
• Another security channel.
• Expanded updates baggage
handling.
• New staff welfare facilities.
• Increased retail provision.
• Added meeting rooms or business
facilities.
• Combined heat and power plant
potential, using alternative
energy sources.
• Entrance
While the departure and arrivals
experience was updated in 2008. The
terminal drop-off and arrival
configuration has recently been
compromised through new antiterrorism safety measures which have
compromised the arrival experience.
access into the terminal via the original
entrance. This provides an external link
from arrivals back to departures. There
is no footpath along Ball Lane to
access the terminal. Passengers walk
baggage, to/from their vehicles in
exposed weather. This lowers the level
defined by IATA Levels. The overall
sense of way finding has been
compromised and could be improved.
117
A detailed assessment of existing
arrival, entrance and departure,
pick-up configurations should be
undertaken. This would identify areas
where potential enlargement of the
current layout could be undertaken
to increase capacity and improve
way finding and the sense of arrival.
KEY TRIGGERS
KEY ISSUES
POTENTIAL ACTIONS
The terminal is currently served by all
services, except for gas.
Consideration for a combined heat
and power plant located at Airport.
terminal.
Any further scheduled flight services
would create regular parking capacity
issues.
Re-configuration of the parking
layout to accommodate future
capacity is required. Various parking
calculation methods have been used
and a predicted 25% increase to 680
spaces, is considered to provide
medium-term growth capacity.
spaces.
The Masterplan 2008-30 indicated
early IDS work to deliver a further 620
spaces, providing a total 1164spaces.
The main equipment facilities used There are eight flight check-in desk,
which are not fully occupied. An
average of five desks are used at peak
• Check-in desks
times. There are two self-service
• Self-service check-in kiosks
check-in machiens specifically for
Flybe.
No planned changes.
Potential to increase the number of
self-service check-in kiosks at a low
cost.
replacement. A like for like facility has
problems. This results in baggage being been costed.
each month.
The baggage handling bay is open
and orientated towards the prevailing
wind and aircraft stands. As such, the
x-ray equipment sensitive to moisture
and saline air malfunctions.
scanners
machine and one passenger scanner.
passenger movement if large aircraft
are together. This compromises and
creates lower levels of service and
passenger comfort as defined by IATA
Levels.
Inclusion of a new security search isle
within an enlarged area.
• Flight services and management Updated as part of IDS2
information systems
No requirement for further upgrades.
(6) TRANSPORT (SAS)
• Gateway Access
No planned changes.
• Car parking
As above.
No planned changes.
As above.
• Traffic Calming
No planned changes.
No planned changes.
Implementing minor walking/cycling
measures.
• Travel Plan
Local routes are well provided for but
not promoted adequately.
Implement travel plan measures.
118
KEY TRIGGERS
KEY ISSUES
POTENTIAL ACTIONS
• Terminal
1994. A New arrivals building was
completed in 2008. Recent
refurbishment of building and an
upgrade of M&E services was
undertaken in 2012/2013.
Minor repairs needed as part of
ongoing maintenance.
Extended facility by 533sqm to
accommodate 0.6mppa, calculated
at 3.55sqm per person.
• Fuel Farm
upgraded.
No planned changes.
• NH1
2011.
No planned changes.
condition for age.
condition.
No planned changes.
Mawgan.
location.
• NH2
No planned changes.
(8) ENVIRONMENTAL
Environment
No change to existing landscape and
no effects on historic assets although
limited opportunities for improvement.
• Biodiversity
supply.
House Gas Emissions
energy performance.
such as anaerobic.
waste.
land although there is limited
opportunity to improve.
119
Use of previously developed land,
limited opportunity to improve
sustainability through design.
KEY TRIGGERS
OPTION 1 C - EXPANSION EXISTING LOCATION
KEY ISSUES
POTENTIAL ACTIONS
minor refurbishment and expansion
has been proposed to accommodate
passenger capacity.
Passenger forecasts defined by
Masterplan 2008-2030 identified near
0.4mppa (Million passengers per
annum) in 2008.
Current figures for 2015/16 identify
0.240 mppa.
Current ‘High’ scenario prediction is
0.6mppa by 2030.
areas of failure were identified which
could impact on the ability of the
Provision of expanded terminal
building from 1600sqm to 4800sqm.
This is based on improved spatial
standards of delivering 8sqm per
000’s persons for 0.6mppa by 2030.
Key Issues to be resolved through A key
issue with the existing terminal remains
the need to With increased flight
services/passenger numbers forecast,
the existing terminal will experience
potential operational problems
creating lower levels of service and
passenger comfort as defined by IATA
Levels.
• Key Issues are recorded as:
• Insufficient seating within land side
departures.
• Insufficient toilet facilities within both
land side and air side departure
halls. Insufficient security scanning
fa c i l i t i e s . O u td a te d b a g g a g e
handling facilities. Limited staff
welfare areas.
• Limited retail provisions both land
and air side.
• No land side meeting rooms or
business facilities.
• Outdated CCTV.
Extensive remodelling of the terminal
building to improve operational
standards both land side and air side
includes:
• More seating areas.
• Increase number of toilet facilities.
• Another security channel.
• E x pa nded u pdates bag g ag e
handling.
• New staff welfare facilities.
• Increased retail provision.
• Added meeting rooms or business
facilities.
• Combined heat and power plant
potential, using alternative energy
sources.
• Entrance
The departure and arrivals
experience was updated in 2008.
The terminal drop-off and arrival
configuration has recently been
compromised through new antiterrorism safety measures which have
compromised the arrival experience.
access into the terminal. The original
entrance now provides an external link
from arrivals back to departures.
Passengers have to walk along Ball
Lane to access the terminal or walk
baggage, in exposed weather, to/from
their vehicles. This lowers the level of
service and passenger comfort as
defined by IATA Levels. The overall
sense of way finding has been
compromised and could be improved.
A new arrival, departure, pick-up
configuration will be designed as part
of expanded terminal to increase
capacity flows, improve way finding
and the sense of arrival.
The terminal is currently served by all
services, except for gas.
Consideration for a combined heat
and power plant located at Airport.
120
KEY TRIGGERS
KEY ISSUES
POTENTIAL ACTIONS
terminal. Any further scheduled flight
services would create regular parking
capacity issues.
Re-configuration of the parking
layout to accommodate future
capacity is required. Various parking
calculation methods have been used
and a predicted 30% increase to 710
spaces, is considered to provide
longer-term growth capacity.
There are eight flight check-in desks,
which are not fully occupied. An
average of five desks are used at peak
times. There are only two self service
check-in machines specifically for
Flybe.
Reduced check-in desks providing
room for security expansion.
Increase the number of self-service
check-in kiosks at a low cost.
problems. This results in baggage being
each month.
The baggage handling bay is open
and orientated towards the prevailing
wind and aircraft stands. As such, the
x-ray equipment sensitive to moisture
and saline air malfunctions.
replacement and its arrangement
redesigned to ensure future failures
are limited.
spaces.
The masterplan 2008-30 indicated
early IDS work to deliver a further 620
spaces, providing a total 1164 spaces.
The main equipment facilities used
• Check-in desks
• Self service check-in kiosks
scanners
machine, one passenger scanner.
passenger movement if two scheduled
flights. This compromises and creates
lower levels of service and passenger
comfort as defined by IATA Levels.
Inclusion of a new security search isle
within an enlarged area.
• Flight services and management Updated as part of IDS2.
information systems
Expanded facilities to accommodate
additional arrival and departure
spaces.
(6) TRANSPORT (SAS)
• Gateway Access
Access point changed to improve
circulation.
• Car parking
As above.
Reconfigure parking areas designed
to accommodate proposed
capacity. (As above)
Undertake local junction
improvements and coordinated
signage, should a need be identified
to manage capacity and improve
safety.
• Traffic Calming
Undertake local improvements should
a need be identified to manage
traffic and improve safety.
Undertake local improvement to
connect the Airport with Newquay
and local areas. The design and
upkeep of a wider network would
include cycle lanes, cycle way,
signage and crossings.
121
KEY TRIGGERS
KEY ISSUES
POTENTIAL ACTIONS
Incorporate terminal drop-off as part
of wider local bus service routes.
Improved signage and promotion of
local bus services.
• Travel Plan
Local routes are well provided for but
not promoted adequately.
Implementation of a range of soft
measures, eg car sharing and green
travel plan promotion.
• Terminal
1994. A New arrivals building was
completed in 2008. Recent
refurbishment of building and an
upgrade of M&E services was
undertaken in 2012/2013.
Extended facility by 3200sqm to
accommodate 0.6mppa, calculated
at 3.55sqm per 000’s persons.
• Fuel Farm
upgraded.
No planned changes.
• NH1
2011.
No planned changes.
• NH2
No planned changes.
condition for age.
condition.
No planned changes.
Mawgan.
location.
Environment
Minor changes to terminal and
entrance.
Change to landscape and lighting
would need to be assessed through
design.
(8) ENVIRONMENTAL
• Biodiversity
supply.
House Gas Emissions
energy performance.
such as anaerobic digestion.
waste.
land.
122
Consider opportunity to improve
sustainability through design (use of
materials, water, energy etc)
KEY TRIGGERS
OPTION 2 - NEW SOUTHERN TERMINAL
KEY ISSUES
POTENTIAL ACTIONS
Strategic relocation of a new terminal.
Purpose built terminal built on south
side of runway at Development Zone
3 (DZ3).
High capacity 0.6 mppa 2030
Based on the following assumptions of
the ‘High’ scenario levels for
passengers forecast at 0.6mppa by
2030.
Provision of new terminal building.
Transfer of terminal facilities to the
south of runway achieves the following:
Creates a brand new terminal building.
• Improves terminal access and arrival
experience.
• Future proofs an expanded Airport
ca p a c i t y s e r v i n g u pwa rd s o f
0.5mppa.
• I m p r o v e s p u b l i c t r a n s p o r t
connections with Newquay.
• Improves local journey times to
Ai rpor t and reduce congestion
along Newquay coastal road.
• I m p roves co m m e rci a l ben ef it s
t h ro u g h co - l o ca t i n g a v i a t i o n
business and tourism.
• Re m ove s l o ca l e nv i ro n m e nta l
concerns of current location.
Allocate area to safeguard a future
terminal development location.
Designing a future operational
terminal zone, would provide the
opportunity to coordinate with the
Aerohub Business Park and
Development Zones. This could
potentially spread the future
infrastructure costs of a new terminal
across other business infrastructure
activities associated with the Airport.
The Masterplan framework would
maximise the benefits of co-locating
aviation facilities in the south of the
airport site and would look to use
existing hard services, structures and
taxiways to minimise costs.
A new entrance will be served off the
existing SAR (Southern Access Road)
There are no perceived issues with
designing a new terminal layout for the
southern zone.
A new purpose built terminal would
be designed to provide facilities and
safe guard against increased
capacity.
New service connections would be
needed in DZ3.
Purpose built service capacity would
be designed as part of new terminal.
Utility services
Using high capacity figures of 0.6
There are no perceived parking issues
All parking provision can be
mppa, it is calculated that 665 spaces with terminal services being located on accommodated within zones DZ1
will be required.
DZ3.
and DZ3. Should capacity ever
exceed the high scenario figures for
mppa, then further parking can be
made available within the Business
Park phase 2 area.
The main equipment facilities used
• Check-in desks
• Self service check-in kiosks
designing a new terminal layout for
DZ3.
be designed to provide for all facilities
and safe guard against increased
capacity.
DZ3.
capacity.
123
KEY TRIGGERS
KEY ISSUES
POTENTIAL ACTIONS
• Passenger security search zone There are no perceived issues with
and x-ray scanners
DZ3.
capacity.
• Flight services and management There are no perceived issues with
information systems
DZ3.
capacity.
(6) TRANSPORT (SAS)
• Gateway Access
New SAR road exists to serve DZ1 and
DZ3.
Utilisation of SAR road to access new
terminal and supporting facilities, to
include an improved signage
strategy.
• Car parking
designing a new terminal parking
within the southern zone. (As above)
New purpose built parking areas
would be designed to accommodate
proposed capacity. (As above)
New SAR road junction from A3059 is
designed to accommodate capacity.
Undertake local junction
improvements and coordinated
signage, should a need be identified
to manage capacity and improve
safety.
• Traffic Calming
areas, eg villages / local lanes.
Undertake local improvements should
a need be identified to manage
traffic and improve safety.
Undertake local improvement to
connect the Airport with Newquay
and local areas. The design and
upkeep of a wider network would
include cycle lanes, cycle way,
signage and crossings.
Incorporate terminal drop-off as part
of wider local bus service routes.
Improved signage and promotion of
local bus services.
• Travel Plan
Local routes and opportunities while
well provided for are not promoted
adequately.
Implementation of a range of soft
measures, eg car sharing and green
travel plan promotion.
• Terminal
1994. New arrivals extension completed
in 2008. Recent refurbishment of
building and MEP services in 2012/2013.
A list of minor condition failures have
been evaluated as part of survey.
This building is suitable to be leased
for other uses on construction of a
new terminal.
• Fuel Farm
This facility would be decommissioned
and a new one provided.
New facility built as part of terminal
development in DZ3.
• NH1
2011.
No requirement to alter. Location of
terminal does not affect location of
NH1.
• NH2
No requirement to alter. Location of
NH2.
condition for age.
need to be evaluated. Location of
ATC.
condition.
No proposals required. Location of
AFSS.
124
KEY TRIGGERS
KEY ISSUES
POTENTIAL ACTIONS
Avoids disturbance to communities on
north side, although closer to isolated
residences on the south side. There is
the opportunity for linkages with
Newquay and Nansledan.
Design to look at minimising 'edge'
effects (e.g. lighting, run-off, noise
etc) to residences.
Environment
Landscape features include wooded
valley and hedgerows. Area is
considered to be of ‘high’
archaeological potential. The Nimrod
servicing area is of 'Very High' historic
value.
Retention of woodland and
hedgerows to be incorporated into
design. Explore ways of retaining
character of Nimord servicing area in
design. Further assessments and
mitigation required.
• Biodiversity
Potential for direct and indirect effects
(e.g. from access provision, ancillary
development) on BAP habitats, such as
woodland and species which use it
(e.g. bats, otter).
Retain features of high ecological
value including hedgerows, areas of
wetland habitats, running water and
woodland. BAP sets out measures for
enhancement.
Situated near tributary of Porth Stream.
No exising services for water supply
and discharge of foul water, although
some services delivered as part of
Business Park.
Design needs to incorporate SUDs so
that there is no increase in pollution or
flood risk downstream. Need to
consider foul water discharge and
any opportunities for use of grey
water.
(8) ENVIRONMENTAL
• Air Quality, Energy Use and Green There will be greater embodied
House Gas Emissions
carbon in new build but there are
opportunities to incorporate
renewable energy sources.
Opportunity to improve design of
terminal to reduce energy use,
through efficiency and use of
alternatives such as anaerobic
digestion, and reduce GHG emissions
from surface transport.
Use of materials through new building.
Opportunity to re-use or recycle
existing buildings and hard standing.
Consider choice of materials. Design
will need to achieve cut/fill balance
in areas of steep topography.
Use of greenfield land, although
potentially within existing airfield.
Opportunity to improve sustainability
through design (use of materials,
water, energy etc)
125
11.9 Summary Trigger Flow Chart
Key to triggers
NO CHANGE
Operation and function of Terminal building and equipment meets current passenger capacity
numbers
ASSESSMENT STUDY
Commissioning of work to assess, design and cost the changes required to meet increased passenger
capacity numbers
IMPLEMENT
Assessment study projects planned undertaken and phased, to meet increased passenger capacity
numbers
126
127
12.0
Community Engagement
Summary
12.1 Community Engagement Summary
12.1.1 CC supports a proactive approach to public consultation and the Council’s policies and
commitments to consultation are set out in their own Statement of Community Engagement.
12.1.2 As part of the overall development of this Masterplan a consultation strategy was developed
to set out how and when the NQY stakeholders and wider community could become involved.
12.1.3 Embodied within the commitment by CC to seek the views of both stakeholders and the
wider community in major projects such as the Airport’s development, is the desire to work with those
directly affected by the proposed development.
12.1.4 The process has followed the fundamental principle that this Masterplan represents a
partnership approach to development management. This requires an approach to consultation
which seeks support and ownership for the concept of this Masterplan and its objectives, both
among the participants and the community’s wider stakeholders.
12.1.5 This Masterplan was presented for public consultation over a 7.5 week period commencing
on 30th November 2014 and ending on 23rd January 2015. Part of this public consultation involved
two staffed open events held at the Airport on the 30th November 2014 (12:00 – 19:30) and 1st
December 2014 (06:00 – 19:00).
129
12.1.6 Following the formal open events the presentation boards were located and displayed
at three separate CC offices (Truro One Stop Shop on 16th December 2014 for a week, Penzance
Library on 8th-13th December 2014 and Bodmin Library and One Stop Shop on 5th-11th January
2015). In addition and in order to reach as wide an audience as possible all material was available
on the Council’s website from the 30th November 2014. The presentation information can be found
at appendix 14.28.
12.1.7 The responses have been recorded on a colour coded spreadsheet indicating whether the
consultee is in support, is neutral in opinion or not in support. This spreadsheet is included with the
Statement of Community Engagement, forming part of this report in appendix 14.28.
12.1.8 All of the comments received have been considered as part of this Masterplan.
12.1.9 In general, there were not many responses received as a result of the consultation. The
majority of respondents (56%) were positive about this Airport Masterplan and were supportive of its
proposals, 28% were neutral in opinion and 16% raised objections/concerns.
130
131
13.0
Conclusions &
Recommendations
13.0 Conclusions and Recommendations
Cornwall Airport Newquay is a vital part of Cornwall’s transport infrastructure, providing national
and international connectivity to and from Cornwall. When combined with road and rail, the Airport
supports a more resilient transport system for Cornwall, providing speed and choice for business,
residents and visitors.
The Airport makes a substantial contribution of over £48m to the Cornish economy in terms of its Gross
Value Added (GVA) output. Over 700 skilled jobs are directly dependent upon Airport operations.
In the wider context of the aerospace sector, NQY now supports one of the largest aerospace
clusters (outside Bristol) in the West of England with a number of global businesses operating from the
Airport. There are 14 companies employing 450 people on the airport site.
The growth in jobs at NQY is further supported through national economic policy. The Airport was
awarded Enterprise Zone (EZ) status in 2011 and the Aerohub EZ became operational in 2012. Since
then, 8 new companies have created or safeguarded over 200 jobs. By 2030 over 2,200 jobs and
£162m of GVA could be generated from the EZ including the developing Business Park.
The recent global economic recession resulted in the worst decline in aviation growth for over
three decades and this had a significant impact on the existing passenger projections and
development plans. The Masterplan has been developed against the back drop of domestic and
global economic recovery, and in particular an improving Aviation sector which will provide the
opportunity for realistic and sustainable growth at the Airport.
NQY has experienced passenger growth in the previous 2 years and this is a trend, which is expected
to continue. The security of the London Gatwick service being secured coupled with other core
routes such as Manchester, Isles of Scilly and Birmingham provide a solid foundation against which
growth is forecast.
133
With exciting contracts now in place and new opportunities to be grasped such as the UK’s
Governments focus on creating a UK Spaceport, Cornwall Council is committed to the Airport’s
sustainable development and further steps will now be taken to promote and secure NQY’s position
as a place to grow aviation and aerospace business.
The Aviation Policy Framework sets out the Government’s primary objective of achieving long-term
economic growth. The aviation sector is recognised as a major contributor to the economy and
that the Government stated that it would support growth in this sector within a framework which
maintains a balance between the benefits of aviation and its costs, particularly its contribution to
climate change and noise.
The Framework explains that one of the Government’s main objectives was to ensure that the
UK’s air links continue to make it one of the best connected countries in the world. This includes
increasing links to emerging markets so that the UK can compete successfully for economic growth
opportunities. To achieve this objective, the framework states that it is essential both to maintain the
UK’s aviation hub capability and develop links from airports which provide point-to-point services
and that this should be done in a balanced way.
A key priority of the APF is to work with the aviation industry and other stakeholders to make better
use of existing runway capacity at all UK Airports including:
• Ensuring that airports are better integrated into the wider transport network
• In line with the APF, this Masterplan provides evidence and guidance to the Airport and
prospective businesses to develop strategies to:
• Ensure climate-change impacts are considered
• Work together with CC and the community
The Masterplan has explored the options available for the Airport to provide high quality facilities,
including the potential of a new passenger terminal site and a business environment to meet
modern aviation needs.
The Masterplan also identifies how the Airport can continue to help Cornwall’s economy grow,
through the connectivity of existing air services and the growth of new services, whilst continuing
the development of the site for aerospace businesses through the promotion of the Enterprise Zone
Aerohub and other Airport related business activities whilst acknowledging the environment and
historic landscape in which it sits.
The principles of this Masterplan can also be considered as part of any planning applications
required to further development outside of the LDOs and within the site boundary.
134
135
136
Glossary of Terms
Aerospace Growth Partnership
GDP
Gross Domestic Product
AFSS
Airport Fire Services Station
GVA
Gross Value Added
APF
Aviation Policy Framework
IATA
International Air Transport Association
ASAS
Airport Surface Access Strategy
ILS
Instrument Landing System
ASR
Aerodrome Surveillance Radar
LDO
ATC
Air Traffic Control
mppa
Millions of passengers per annum
ATF
Airport Transport Forum
MoD
ATM
Air Transport Movement
Mt CO Million Tons of CO2
BAP
NQY
CAA
Civil Aviation Authority
CAGR
Compound Annual Growth Rate
NDB
Non-Directional Beacon
CAL
Cornwall Airport Limited
NPPF
National Planning Policy Framework
CAP
Civil Aviation Publication
PSO
Public Service Obligation
CC
Cornwall Council
RAF
Royal Air Force
C&IoSLEP
Cornwall and Isles of Scilly Local Enterprise Partnership
RDC
RDC Aviation Limited
SA
Sustainability Appraisal
dB
Decibel
SAR
DfT
Department for Transport
SEA
Strategic Environmental Assessment
DME
Distance Measuring Equipment
SSSI
Site of Specific Scientific Interest
EA
Environmental Assessment
SUDS
Sustainable Drainage Systems
ERDF
European Regional Development
SWMP
Surface Water Management Plan
Fund
SW RDA
South West Regional Development
AGP
Ministry of Defence
2
ES
Environmental Statement
EZ
Enterprise Zone
TA
Traffic Assessment
FTEs
Full-Time Equivalent
UK
United Kingdom
GHG
Greenhouse Gas
UAS
Unmanned Aerial Systems
Ha
Hectares
VDF
Very High Frequency Direction Finder
HAS
Hardened Aircraft Shelter
VOR
Very High Frequency Omni-directional
HEA
Historic Environmental Assessment
GA
General Aviation
Agency
Range
HAS 7 NQY
Masterplan 2015 - 2030

Cornwall Airport Newquay Masterplan 2015 - 2030

Transcription

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