London Southend Airport and Environs Joint Area Action Plan Preferred Options

3. Issues - Preferred Options

The JAAP Issues and Options document outlined five issues to be considered for the future development of the plan area.

Issue 1 - The future development and role of London Southend Airport

Issue 2 - The future of the JAAP as an employment area

Issue 3 - Balancing development with environmental enhancement

Issue 4 - Transport and movement

Issue 5 - Areas for Change

The response to each of these issues following consideration of the Issues and Options consultation is set out below and links to the framework of policies that will control the development of the JAAP as set out in Chapter 4.

(284) Issue 1 - The future development and role of London Southend Airport

The Airport Masterplan 2005, prepared by London Southend Airport, sets out a vision for how the airport could grow towards being a regional airport based on using its current runway (length 1,610 metres), but with the provision of new passenger infrastructure in the form of a new railway station for the airport and investment in new passenger terminal facilities. The importance of the railway is fundamental to increasing the attractiveness of the airport to potential airline operators as it increases the size of the passenger catchment to include core markets within London (by reducing the travel time to the airport). With this investment, the Airport Masterplan indicates there is the potential to increase passenger movements at the airport to around 1 million passengers by 2012 and up to 2 million passengers by 2030.

The preferred option for the future of the airport is based on the principles outlined in the Airport Masterplan, but with the additional proposal of increasing the length of the runway to 1,799 metres. This addition has an important impact in terms of the capacity potential of the airport and its resultant attractiveness to airline operators. Currently the runway is an identified constraint on the operational growth of the airport. Lengthening the runway across Eastwoodbury Lane will enable aircraft with a seating capacity of 100-150 to be operated fully laden out of the airport for business and passenger uses, making the airport a more attractive fixed base for a wider range of operators. Lengthening the runway is not simply about allowing larger aircraft to use the airport. The modern generation of medium sized passenger aeroplanes that will be accommodated as a result of the runway extension are quieter and more fuel efficient - the end result is that the environmental impact of enabling the operation and efficient use of larger aircraft is lessened on the surrounding area. Under this scenario the airport is likely to grow faster to a capped passenger capacity of two mppa because given the new runway and railway station it has the potential to attract two or three fixed base operators to the airport in a relatively short period of time. The likelihood of reaching the passenger forecasts is strong which in turn improves the potential for investment in the other assets such as the passenger terminal, and supporting facilities. In economic benefit terms it is considered that under this preferred option, the airport would act as a driver for the local economy, providing direct employment as well as enhanced opportunities for wider aviation related and business employment.

The expansion of the airport will also include new opportunities for directly related maintenance and overhaul businesses to develop on the extension to the northern MRO area.

(130) Issue 2 - The future of the JAAP as an employment area

The preferred option is to pursue high scale employment growth within the area that will make a significant contribution towards sub-regional employment aspirations. The JAAP area must take a pro-active role in encouraging employment development for both aviation-related growth (associated with airport growth) and targeting the delivery of accommodation for high-tech industries and offices (specifically in planning use classes B1 and B2). Given the current constraints of the local property market, this will give the area the greatest chance of creating employment capacity and attracting investor demand. The market analysis, while accepting the current market limitations resulting from the credit crunch and recession, recognises that the area will be attractive to companies and investors over the long-term and that new development within the JAAP will be an economic driver for the area and will help to provide an offer that is currently lacking in the sub-region.

This preferred growth option will require sufficient employment land to be allocated to allow for the potential of the area to be realised. It is proposed that land be allocated to accommodate up to 109,000 sq.m. of additional floorspace, with 99,000 sq.m. to be located in the new Saxon Business Park and the balance on a small business park at Nestuda Way, which will accommodate up to 5,450 additional jobs in the area over the planning period to 2021, and beyond. It is also anticipated that 15,000 sq.m. will become available for redevelopment within the Aviation Way Industrial Estate. Together these will deliver 6,200 additional jobs (excluding direct airport related employment).

(153) Issue 3 - Balancing development with environmental enhancement

More activity from the airport and the allocation of a new business park will inevitably result in environmental impacts that must be managed, and the preferred option puts forward a mix of physical and policy approaches that combined will help manage the sustainable future for the area. It is accepted that the environmental impacts (noise and air quality) will need to be carefully considered and assessed as a result of the increased aircraft movements and traffic in the area. The preferred options have carefully considered the location for new development and related this to opportunities for new public open space, as well as considering controls on airport operation to ensure quality of life is maintained for residents, and sustainable transport strategies are implemented to minimise traffic impacts.

(172) Issue 4 - Transport and movement

It is accepted that an appropriate transport strategy is essential to ensure that development within the JAAP is sustainable, and that there is a need to integrate with proposals to improve the functioning of the wider network (including improvements to the A127 and the delivery of SERT routes) and provide internal solutions to movement and accessibility. In considering the transport requirements arising from the preferred development options for the area, the following issues have been taken into account:

1. The location of new development in relation to the transport network and the opportunities for improving access to public transport.
2. Opportunities to encourage a modal shift to reduce current levels of car borne traffic through traffic management solutions; improvements to public transport; and walking and cycling facilities.
3. The options for road improvements, the provision of new routes, and key points of access to new development areas.

(136) Issue 5 - Areas for Change (See diagram - Development Opportunities)

The specific Areas for Change proposed for the JAAP are set out below, together with the preferred development option(s) for each area.

• Area i - The Brickworks' site - this area contains a row of residential properties in front of the now cleared works site. The quality of the area is poor and access is difficult. This area has long been identified as an area in need of improvement.

  Preferred option - It is considered that the site should be allocated for the development of the first phase of a business park with a new access being constructed from Cherry Orchard Way as set out in Policy E3. The area is shown as 1A on the Proposals Map.

• Area ii(a) - Land to the north of Aviation Way Business Park - this area consists primarily of agricultural land. The proximity of this area to existing development and the airport mean that of current Green Belt land this area is the most suitable to accommodate an extension to employment activity.

  Preferred option - It is considered that this area of land, shown as 1B on the Proposals Map should be allocated for the Class B1 development as set out in Policy E3.

• Area ii(b) - Land to the east of the Brickworks' site - this area consists primarily of agricultural land.

  Preferred option - It is considered this area should be allocated for leisure and open space uses and that the Westcliff Rugby Club should be relocated here as shown on the Proposals Map and set out in Policy ENV2.

• Area ii(c) - Land to the west of the airport - this area consists of agricultural land and includes an area of high biodiversity.

  Preferred option - It is considered that this area should be set aside as public open space to link to area ii(b) and to provide a green lung for surrounding development as shown on the Proposals Map and set out in Policy ENV2.

• Area ii(d) - Land to the south of the Brickworks' site - this land is currently set out as playing pitches.

  Preferred option - It is considered that this land, shown as Area 2 on the Proposals Map, should be allocated for Class B1 development as set out in Policy E3.

• Area iii - Land adjacent to the airport boundary at the end of Aviation Way - this area is a naturally defined site where potential expansion of the airport boundary might be appropriate.

  Preferred option - It is considered that this land be incorporated into an extension of the MRO land within the airport boundary as shown on the Proposals Map and set out in Policy MRO2.

• Area iv - Aviation Way Business Park - this existing business park has been identified for change because its current use is inefficient as an employment area and it holds further potential that could be realised.

  Preferred option - It is essential that the existing industrial estate is improved in terms of its quality and opportunities exist for redevelopment which will contribute to additional jobs in the JAAP area, as set out in Policy E2.

• Area v - Agricultural / amenity area to the south of the airport boundary - this area lies between two residential areas and currently includes a cricket pitch, agricultural land and private allotments. The area is of low amenity value and improvement to the area could enhance the overall character of the JAAP.

  Preferred option - It is considered this area should be utilised to create a new public open space to provide amenity for neighbouring residents as set out in Policy ENV3. However, a corridor through the area will be safeguarded to enable improvements in east-west connectivity as set out in Policy T2.

• Area vi - Northern maintenance zone within the airport boundary - an operational airport area, this zone contains a number of opportunity sites identified in the Airport Masterplan.

  Preferred option - It is considered that this area provides opportunities for enhancement of the airport's MRO offer as set out in Policy MRO1. Part of the area to the north is identified separately to provide for the extension of MRO activities as set out in Policy MRO2.

• Area vii - The Flying Club strip - this area is underused in land terms, holding a small number of flying clubs. Airport proposals see this area becoming the passenger focus for the airport, located around a proposed new railway station.

  Preferred option - Planning consent has been granted for the provision of a new terminal and railway station and this area is identified on the proposals map for that purpose, recognising there is likely to be a requirement for expansion of the terminal building and car parking facilities, as set out in Policy TF1.

• Area viii - Southern maintenance zone and passenger terminal area - improvements to the airport will lead to opportunity sites within this area to accommodate aviation-related activity.

  Preferred option - This area is identified on the Proposals Map as the Southern MRO and Airport Development Zone as per Policies MRO3 and ADZ1.

• Area ix - Land east of the railway line - this thin strip of land abuts the railway and Southend Road.

  Preferred option - This strip of land will be retained within the Metropolitan Green Belt and will provide a green buffer between the airport and the residential properties to the east, as shown on the Proposals Map and set out in Policy ENV6.

• Area x - Airport RESA - this area is south of the runway and is the safety zone required for airport operation.

  Preferred option - This area of land will accommodate the extension to the existing runway, and the new link road between Nestuda Way and Eastwoodbury Lane. The new link road will be constructed so as to avoid the safety zone associated with the extended runway. See Policies T1 and LS5.

• Area xi - Land south-west of Nestuda Way - the area currently contains football pitches and facilities, and agricultural land. While parts of the site are restricted in terms of development, the area does have the potential to change.

  Preferred option - It is considered that part of the site should be allocated for the development of a Park and Ride facility that will utilise the new roundabout to be constructed on Nestuda Way and the new road link from Nestuda Way to Eastwoodbury Lane. See Policy T5.

In addition, an area of land at the southern end of the site will be allocated for B1 development, as shown on the Proposals Map and set out in Policy E8.