London Southend Airport & Environs Joint Area Action Plan Issues & Options Paper

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.

ROCHFORD DISTRICT COUNCIL & SOUTHEND-ON-SEA BOROUGH COUNCIL
LONDON SOUTHEND AIRPORT & ENVIRONS JOINT AREA ACTION PLAN ISSUES & OPTIONS REPORT
REPRESENTATION ON BEHALF OF COLONNADE LAND LLP

This representation to the Southend Airport JAAP Issues and Options Report is submitted on behalf of Colonnade Land LLP (CLLLP). Colonnade would like to play a full and active role in the JAAP process herein and be a key stakeholder.

CLLLP has major land interests in North Southend and South Rochford. CLLLP considers that the strategic development of land to the south and east of the aerodrome would form part of a new, comprehensive long-term regeneration strategy for the area based on achieving the following objectives:

. Unlocking the potential of London Southend Airport by developing it into a freight and passenger airport that serves the needs of the Essex Thames Gateway sub-region
. Enabling London Southend Airport to develop into an accessible employment pole of sub-regional importance
. Alleviating Greater Southend's serious road infrastructure deficiencies through the provision of additional east-west road capacity and expanding and developing an integrated public transport network
. Meeting the area's long term housing and job requirements in a sustainable way that addresses issues such as affordable and family housing, accessible links to employment centres and creating a high quality environment
. Unlocking the potential of New Ranges to enable its regeneration post 2031

CLLLP has established an effective working relationship with a prospective purchaser of the Airport. The bidder, which must remain confidential at this time due to the ongoing tender proves, have mutually shared views regarding the future of the airport and the wider area. CLLLP worked with the bidder in the preparation of their bid for the airport and if the bid is successful, the relationship will be strengthened further with CLLLP asset managing the landside property portfolio of the airport and advising and representing on the forward planning of the airport and associated strategic planning issues. Both parties would like to work with Rochford District Council and Southend Borough Council towards a long term (2031) strategy that achieves the objectives listed above. Whilst it is recognised that this strategy is to be developed over the next few years through the East of England Plan Review process and that the AAP only looks ahead as far as 2021, it is imperative that the Joint AAP provides a thorough analysis of the relevant policy context to address infrastructure, employment and aviation issues in a comprehensive, holistic and long term way. The comments below are provided to the questions and issues raised in the document and for ease of reference, presented in the same order in which they appear in the consultation document.

a) Assets, Opportunities and Constraints

Q2.1 and Q2.2

The opportunity to provide a new direct link road from the A127 to the airport site and beyond has not been identified. Peter Brett Associates, on behalf of CLLLP, have established that a route exists which would provide new highway infrastructure from the A127 (Prince Avenue) running east through to Rochford Road. The new road would require the demolition of a nominal number of existing properties, some of which are already under the ownership of CLLLP. Provision of this new infrastructure would enable Eastwoodbury Lane to be permanently closed to facilitate a runway extension whilst creating land parcels that could be suitable for development as new employment/business sites. Please refer to the attached diagram.

b) The JAAP Vision

3.1 Do you agree with the Vision?

CLLLP consider the Vision for London Southend Airport to be inadequate and unfit for purpose. Whilst the reference to the sub-regional importance of the airport as an employment driver is supported, CLLLP would like to see the Vision modified so that it highlights a commitment to developing the Airport into a small regional airport to serve the Essex Thames Gateway sub-region and a Vision that specifically highlights the need to provide first class infrastructure links for residents and workers. It is considered that the Vision as presented fails to identify the full range of actions required for Southend Airport to function as a successful airport, and fails to address the need to transform the transport infrastructure in the area, which is already at capacity and urgently needs to be rectified.

3.2 & 3.3 Do the objectives set out the key requirements and are there any other additional objectives that would help to guide the selection of the preferred option?

The outlined objectives are largely supported. However, the objectives fail to highlight the fundamental need to provide better accessibility to the regional highway network. An AAP must identify this as a key objective because the airport will not develop as either a passenger or freight airport without highway improvements and nor will the AAP area be accessible to Essex Thames Gateway residents and workers. The Vision and listed Objectives suggest that the road access is adequate to serve a thriving airport and a major employment centre. This is not the case and amendments are required. The airport cannot grow to the scale outlined in the Airport Masterplan with improvements to sustainable transport access alone due to capacity issues. The Airport's Business Plan states that 25% of passengers would travel by train and 75% by road.

c) Issues and Options

4.1 What do you see as the role of London Southend Airport in the future?

London Southend Airport will develop into a successful, small regional airport and a major employment centre in the future if its infrastructure requirements are met and in this regard, the commentary provided under Option iii) "Airport growth: extended runway and new facilities" encapsulates what could be achieved within a relatively short period of time. This is the only way that CLLLP envisage that the airport can be successfully developed as a passenger airport and employment centre. However, it must be emphasised that it will also require significant improvements to the local and regional road network and significant other infrastructure investment.

4.2 How can the airport best be developed to drive and support the local economy?

The airport must be developed to an appropriate level to drive and support the local economy this is evident from the text laid out in the consultation document. It is clear from the text that the airport will not develop as a passenger airport without a runway extension and commensurate investment in other infrastructure.

4.3 - What role should JAAP play in supporting employment growth in the sub-region?

London Southend Airport is one of two new employment growth poles in Essex Thames Gateway (the other being London Gateway). Given the East of England jobs target for the sub-region (55,000 net new jobs between 2001 and 2021), it is absolutely critical that both new employment centres maximise employment growth as far as possible. In this regard, the JAAP should be concerned with both direct and indirect airport and non-airport related growth. The JAAP should seek to maximise job growth at the airport, as well as the economic regeneration of Southend and the sub-region as a whole.

4.4 Is the area appropriate for significant growth in employment?

Inadequate road transport infrastructure and poor accessibility are the sole issues that weaken the attractiveness of Southend Airport as an employment destination and they must be resolved. From a strategic, geographic and spatial perspective, only if the transport infrastructure (both highway and public transport networks) can be improved, can the airport represent a sustainable and viable long term employment destination.

4.5 Will the area be attractive to investors?

The area will be attractive to investors if high quality facilities are created and crucial links to the primary highway network provided.

4.6 Are there additional options to consider?

Based on our experience, we believe that a new link road from the airport site to the A127 (as indicated on the attached plans) would facilitate the creation of new employment opportunities that would be attractive to investors. Value could be transferred from such development via mechanisms such as the Community Infrastructure Levy or a toll road to help fund the new road link.

4.7 Should the Green Belt be considered for revision? If so, how should it be revised?

CLLLP consider that the Green Belt does need to be revised and this revision should consider Green Belt land beyond the JAAP area as well as land within it. The airport itself should be removed from the Green Belt.

4.10 What do you consider to be the transport priorities for the JAAP?

The JAAP fails to recognise the necessity of a comprehensive transport strategy and programme of transport improvements to enable development at the scale envisaged by the East of England Plan and Southend Core Strategy. New and additional transport capacity will be required to offset the closure of Eastwoodbury Lane, to improve transport links to the rest of the sub-region, and to enable the core airport business to grow. The first step would be to secure (public or/and private) funding for a comprehensive transport study including the construction of a sub-regional transport model upon which to base future investment.

New highway infrastructure will need to dovetail with a comprehensive public transport strategy which must be geared around integrating the existing public transport systems that connect different parts of the sub-region to one another. The creation of multi-modal interchanges in Southend, Rochford and the JAAP area will be critical to achieving an integrated and attractive public transport network. Appendix 2 to this representation contains a conceptual map which identifies the potential for an enhanced and expanded network for 2030 based on the introduction of South Essex Rapid Transit (SERT) and enhanced connectivity to prospective future development areas.

4.11 How can a shift from car use to other modes of transport be achieved?

It is impractical to assume that the majority of people will use only rail based public transport to access the airport and this is reflected in the Airport's Business Plan which is based on an aspirational modal split of 25% of passengers travelling by rail and 75% travelling by road. Large parts of the sub-region cannot easily access the airport by rail and will look to travel to it using a private car, taxi or bus. In this regard, there will inevitably be an increase in traffic movements to the JAAP area over the next decade. The challenge for the future airport operator, with the assistance of the Councils and third party landowners, will be to improve the quality of all forms of public transport so that those people that have the opportunity to travel using public transport choose that option ahead of the private car.

A high level of modal split could be achieved at Southend compared to other regional airports of a similar scale given the existing public transport systems in place and the scope which exists to improve the network further. Multi-modal interchanges need to be developed to facilitate ease of movement between transport modes and thought needs to be given to how the airport fits within the wider public transport strategy for Greater Southend.

4.12 and 4.13

The areas for change are supported.

d) Potential JAAP Scenarios

5.1 Which is your preferred scenario for the future of the Southend Airport Area?

Scenario 3 High Growth is the preferred scenario of CLLLP. In this regard, it achieves the best strategic fit, it conforms to Development Plan policy and will make a major contribution to the growth and vibrancy of both the local and the sub-regional economy in the short, medium and long term. The other scenarios arguably do not conform to Development Plan policy and should be discounted. This is reflected in the strategic fit tables produced in the Issues and Options Document.

5.2 How could your preferred option be further enhanced?

The possible route for Eastwoodbury Lane replacement could be modified to reflect the route shown in the attached plans. This would contribute to the provision of an essential link in the sub-regional road network with the potential for the road to cross the railway line and open up East Southend to the sub-region's primary highway network. This would be of great benefit to existing businesses in the east of Southend and greatly assist the long term regeneration of New Ranges. Critically, it would reduce the pressure on the road network within the town and create badly needed additional road capacity. It is imperative that a demand management approach is implemented for both the existing and additional road network to bring about tangible improvements to traffic congestion in the area.

The new route would also create land parcels that could assist in the creation of a park and ride multi-modal interchange serving both Rochford and Southend town centres in addition to the airport, as well as new sites for business development.

e) Summary and Conclusions

CLLLP has formed a strategic partnership with a prospective purchaser of the airport. Colonnade already has substantial land interests in Southend that could extend to the airport itself if their partner's bid is successful. Colonnade's bidding partner considers that the airport provides a good strategic fit with its other businesses in the Thames Gateway and that with substantial investment in both on-site and off-site infrastructure, the airport can be sustainably developed into a successful regional airport and a new economic pole of sub-regional significance. CLLLP commissioned Peter Brett Associates (PBA) to consider the potential of a relief road that could provide a direct link from the A127 to the airport site and PBA are satisfied that this is technically possible. It would entail only nominal demolition of properties, some of which CLLLP already own. This presents a long term solution to the highway infrastructure problems that blight the area and should therefore be incorporated into the High Growth scenario, which CLLLP consider to be the only possible option for the JAAP.

CLLLP look forward to playing a full and active role in the development of the JAAP and would be delighted to explain their proposals further with both Councils and other key stakeholders.